RU2403169C1 - Device for ship automatic approach to berth - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention refers to the field of ship navigation and can be used for ship automatic approach to berth. In the device for ship automatic approach to berth, ship movement current parametres measurement unit is provided with mass centre resolvers and ship propulsion speed sensors. The device has integrated in it automatic regulators of propulsion speed, path angle and ship heading angle. The regulators are connected with inputs of units for generation of signals for control of main propulsors, ship aft and fore maneuvering devices. Also there are ideal trajectory calculation unit, constant memory unit, ship movement set parametres calculator which are accordingly connected with each other and with other components of the device.

EFFECT: providing bumpless ship approach to berth with high accuracy.

2 cl, 2 dwg

Description

The invention relates to the field of navigation, in particular to systems for automatically controlling the movement of a vessel.

Closest to the invention is a system for automatic control of a vessel RU 2248914 C1, IPC 8 V63H 25/04, publ. 03/27/2005, containing a unit for measuring the current parameters of the vessel’s motion with directional angle, angular velocity sensors, aft sensor, the outputs of which are connected to the inputs of the first adder-amplifier, the output of which is connected to the input of the steering drive of the aft steering wheels, a drift angle sensor and a nose bow sensor , the output of which is connected to the first input of the second adder-amplifier, a sensor and a vessel lateral displacement adjuster, a permissible drift angle adjuster, and a logic unit. These adders-amplifiers form a block for generating control signals for the movement of the vessel when it is moored. The system of automatic control of the vessel RU 2248914 C1 provides automatic movement of the vessel with a given drift angle and a given lateral parallel movement (mooring) while stabilizing a given heading angle.

The system described in patent RU 2248914 C1 has the following disadvantages: a) when the vessel approaches the berth, the speed should decrease, and this will cause a decrease in the efficiency of stern and bow rudders, which will lead to a decrease in the accuracy of the ship's exit to the berth; b) on the vast majority of existing and under construction vessels, the bow wheel is absent, which makes it impossible to use this system on most modern ships.

The technical result is to provide a shock-free automatic approach of the vessel to the berth with high accuracy.

The specified technical result is achieved by the fact that in the device for the automatic approach of the vessel to the berth, containing the main propulsors, stern and bow thrusters, a unit for measuring the current parameters of the vessel’s motion with sensors for the directional angle, angular speed of turn and course of the vessel, a block for generating control signals, outputs connected to the main movers, to the stern and bow thrusters, the unit for measuring the current motion parameters of the vessel is equipped with sensors for the coordinates of the center of mass, speed positive movement and traction force of the main propulsors of the vessel, automatic regulators of the translational speed, ground angle and course angle of the vessel, with three inputs each, a unit for calculating the theoretical trajectory with three inputs and three outputs, a calculator of the set parameters of the vessel with four inputs and three outputs and a unit of permanent memory with four outputs, in which are recorded the parameters of the stopping point formed at the first output of the unit of permanent memory, the minimum permissible radius of curvature of the trajectory of movement of the court a, formed at the second output of the permanent memory unit, coefficients of the laws of control of translational speed, ground angle, the course angle of the vessel, formed at the third output of the permanent memory unit, and parameters that determine the law of deceleration of the vessel, formed at the fourth output of the permanent memory unit, while the first the inputs of the specified calculation unit, automatic regulators and the third input of the calculator of the given parameters of the vessel’s movement are connected to the output of the said block of measurement of the current parameters of the vessel’s movement, the second and the third inputs of the specified calculation unit are connected respectively to the first and second outputs of the permanent memory unit, and the first, second and third outputs of the specified calculation unit are connected with the skipper, the first and second inputs of the calculator of the given parameters of the vessel’s movement, respectively, the fourth input of which is connected to the fourth output of the constant unit memory, and the first, second and third outputs of the specified calculator are connected respectively to the second inputs of these automatic regulators, the third inputs connected to retemu output permanent memory unit, and outputs - to the first, second and third input unit generating a control signal, respectively, a fourth input coupled to a third output of the permanent memory unit.

The difference between the device also lies in the fact that the specified calculation unit contains a series-set calculator, the inputs of which are the first and second inputs of the specified calculation unit, the optimal value calculator and the comparison unit, the second input of which is the third input of the specified calculation unit, the first, the second and third outputs of which are formed respectively by the output of the comparison unit and the second outputs of the said calculators of the calculation unit.

The invention is illustrated by drawings.

Figure 1 - structural and functional diagram of a device for the automatic approach of the vessel to the berth.

Figure 2 is a functional block diagram of the calculation of the theoretical trajectory of the approach of the vessel to the berth.

A device for the automatic approach of the vessel to the berth comprises a theoretical trajectory calculation unit 1 (FIG. 1), a constant memory unit 2, a calculator 3 of the set motion parameters, an automatic translational speed regulator 4, an automatic angle adjuster 5, an automatic angle regulator 6, block 7 measuring current motion parameters, control signal generation unit 8. Block 7 measuring the current motion parameters is mechanically connected with the hull of the vessel 9.

The first input of the theoretical trajectory calculation block 1 is connected to the output of the block 7 for measuring the current motion parameters. The second input of the theoretical trajectory calculation block 1 is connected with the first output of the permanent memory block 2. The third input of the theoretical trajectory calculation block 1 is connected with the second output of the constant memory block 2. The first output of the theoretical trajectory calculation unit 1 transmits information to the skipper. The second output of the theoretical trajectory calculation block 1 is connected with the first input of the calculator 3 of the specified motion parameters. The third output of the theoretical trajectory calculation block 1 is connected to the second input of the calculator 3 of the specified motion parameters.

The third input of the calculator 3 of the specified motion parameters is associated with the output of the unit 7 for measuring the current motion parameters. The fourth input of the calculator 3 of the specified motion parameters is connected with the fourth output of the block 2 of constant memory. The first output of the calculator 3 of the specified motion parameters is connected with the second input of the automatic translational speed controller 4. The second output of the calculator 3 of the specified motion parameters is connected with the second input of the automatic 5 way angle adjuster. The third output of the calculator 3 of the specified motion parameters is connected with the second input of the automatic controller 6 of the course angle.

The first input of the automatic translational speed controller 4 is connected with the output of the unit 7 for measuring the current motion parameters. The third input of the automatic 4 speed controller is connected with the third output of the unit 2 of permanent memory. The output of the automatic translational speed controller 4 is connected to the first input of the control signal generation unit 8.

The first input of the automatic adjuster 5 of the track angle is connected to the output of the unit 7 for measuring the current motion parameters. The third input of the automatic adjuster 5 of the track angle is connected with the third output of the block 2 of permanent memory. The output of the automatic adjuster 5 of the track angle is connected to the second input of the control signal generation unit 8.

The first input of the automatic controller 6 of the course angle is connected with the output of unit 7 for measuring the current motion parameters. The third input of the automatic controller 6 of the course angle is connected with the third output of the unit 2 of permanent memory. The output of the automatic controller 6 of the course angle is connected with the third input of the control signal generation unit 8.

The first output of the control signal generating unit 8 is connected to the bow thruster control system (SU NPU) of the vessel 9. The second output of the control signal generating unit 8 is connected to the control of the stern thruster (SU KPU) of the vessel 9. The third output of the control signal generating unit 8 is connected with the control system of the main engines (SU GD) of the vessel 9.

Block 1 calculation of the theoretical path contains a calculator 10 of the set of parameters P0 (figure 2), the calculator 11 optimal values of the parameters d0 _m and d1 _m , block 12 comparison. The output of the unit 7 for measuring the current motion parameters is connected to the first input of the calculator 10 of the parameter set P0. The first output of the permanent memory block 2 is connected to the second input of the calculator 10 of the parameter set P0 10, forming the second input of the theoretical trajectory calculation block 1. The first output of the calculator 10 of the set of parameters P0 is connected to the input of the calculator 11 optimal values of the parameters d0 _m and d1 _m . The second output of the calculator 10 of the parameter set P0, forming the third output of the theoretical trajectory calculation unit 1, is connected to the second input of the calculator 3 of the specified motion parameters. The first output of the calculator 11 of the optimal values of the parameters d0 _m and d1 _{m is} connected to the first input of the comparison unit 12. The second output of the permanent memory unit 2 is connected to the second input of the comparison unit 12, forming the third input of the calculation unit 1, of a theoretical trajectory. The output of the comparison unit 12, forming the first output of the theoretical trajectory calculation unit 1, transmits information to the skipper. The second output of the calculator 11 optimal values of the parameters d0 _m and d1 _m , forming the second output of the theoretical trajectory calculation unit 1, is connected to the first input of the calculator 3 of the specified motion parameters.

A device for the automatic approach of the vessel to the pier works as follows.

Before starting the operation of the device, the following data is recorded in the permanent memory block 2: the direction of the normal to the berth wall directed toward the coast, ϕ _{p n} and the coordinates of the end point of the trajectory of approach to the berth - latitude ϕ _p , longitude λ _p ; minimum permissible radius of curvature of the trajectory of the vessel R _{min add.} ; coefficient of the law of control of translational speed k _ν , multiplied by the deviation of the current ground speed from a given; coefficients of the control angle law - the coefficient k _d multiplied by the value of the current lateral deviation of the vessel from a given trajectory, the coefficient k _ϕ _ _pu , multiplied by the deviation of the current track angle from a given; coefficients of the heading angle control law - coefficient k _{ϕ k} , multiplied by the deviation of the current course from the given one, coefficient k _ω , multiplied by the current value of the angular velocity of rotation of the vessel in the horizontal plane.

At the time of making a decision by the skipper about the beginning of the approach to the berth, the theoretical trajectory calculation block 1 generates a signal ξ, which takes on the value 1 if an automatic approach to the berth can be performed from the current state of the ship’s movement, or 0 otherwise.

If the boatmaster has decided on an automatic approach to the berth, then with a given frequency of the control cycle, the following ones begin to work: calculator 3 preset movement parameters, automatic translational speed regulator 4, automatic track angle regulator 5, automatic course angle regulator 6, block 7 for measuring motion parameters, block 8 of generating control signals, and the bow thruster, the stern thruster and the main mover begin to process the corresponding control signals.

To ensure the calculations, we introduce the local coordinate system XY, the origin of which coincides with the end point of the trajectory of approach to the berth (ϕ _p , λ _p ); X axis is directed east, Y axis is directed north.

When a decision is made on the automatic approach to the berth in block 1 of calculating the theoretical trajectory, the following actions are performed. The calculator 10 of the parameter set P0 starts to work, which is part of the theoretical trajectory calculation block 1.

The calculator 10 of the parameter set Р0 receives: from the block 7 of the measurements of the current parameters, the current geographical coordinates (ϕ _cm0 , λ _cm0 ), the current _navigational angle ϕ _{pu 0} , the current angular velocity of the hull in the horizontal plane ω ₀ , the current speed of the vessel ν ₀ ; from block 2 of permanent memory the direction of the normal to the mooring wall directed towards the coast, ϕ _{p n} , coordinates of the end point of the trajectory of approach to the berth: latitude ϕ _p , longitude λ _p , minimum permissible radius of curvature of the trajectory of the vessel R _{min add} .

The calculator 10 of the parameter set P0 translates the geographical coordinates of the current position of the ship's center of mass (ϕ _cm0 , λ _cm0 ) and the coordinates of the end point of the approach path to the berth (ϕ _p , λ _p ) into the coordinates in the local coordinate system r0 = (x0, y0) ^T and r1 = (x1, y1) ^T, respectively.

The calculator 10 of the set of parameters P0 fills the elements of the set of parameters P0 according to expression (1) and transfers the set of parameters P0 to the calculator 11 of the optimal values of the parameters d0 _m and d1 _m .

where r0 = (x0, y0) ^T is the two-dimensional coordinate vector of the starting point of the theoretical trajectory in the local coordinate system,

r1 = (x1, y1) ^T is the two-dimensional coordinate vector of the end point of the trajectory of approach to the berth,

ϕ _{PU 0} - the current directional angle of the vessel,

ϕ _{PU n} - the direction of the normal to the mooring wall directed towards the shore,

d0, d1 - the initial approximation of positive numbers that determine the curvature at the internal points of the theoretical trajectory of the vessel’s approach to the berth,

k0 is the curvature at the initial point of the theoretical trajectory r0.

In block 1 for calculating the theoretical trajectory, the current path angle of the vessel ϕ _{pu 0 is} used as the path angle at the starting point of the theoretical trajectory.

The curvature k0 at the point (ϕ _c0 , ϕ _c0 ) is calculated using formula (2).

,

,

where ω ₀ is the angular velocity of the hull in the horizontal plane at the starting point of the theoretical trajectory,

ν ₀ is the longitudinal velocity of the vessel at the starting point of the theoretical trajectory.

Point r0 is the connection point of the previous actual trajectory of the ship and the starting point of the theoretical trajectory of the ship on a given straight line narrowness trajectory.

The calculator 10 of the parameter set P0 calculates the distance ρ0 in the local coordinate system from the point r0 of the beginning of the theoretical trajectory to the point r1 of the end of the trajectory of approach to the berth according to formula (3) and transfers the distance ρ0 to the computer of the specified motion parameters 3.

,

,

where r0 is the two-dimensional coordinate vector of the starting point of the theoretical trajectory in the local coordinate system,

r1 is the two-dimensional coordinate vector of the end of the approach path to the berth in the local coordinate system.

The calculator 11 optimal values of the parameters d0 _m , and d1 _m works as follows. For the mathematical description of the theoretical trajectory of the vessel’s approach to the berth, a vector material polynomial is used (4).

where the coefficients of the polynomial a ₀ , a ₁ , ..., a _n are constant two-dimensional vectors,

- скалярные базисные полиномы С.Н.Бернштейна. Базисные полиномы Бернштейна определяются формулой (5).

- scalar basis polynomials of S.N. Bernshtein. Bernstein's basic polynomials are defined by formula (5).

Bernstein’s basic polynomials are used to represent the theoretical trajectory of the ship’s approach to the berth, as they have higher computational stability than ordinary power polynomials.

The first and second derivatives of the polynomial R ₅ (u) can be represented by expressions (6) and (7), respectively.

,

,

where a ₀ , a ₁ , ..., a ₅ are two-dimensional coefficients of the polynomial R ₅ (u).

When u varies from 0 to 1, the point R ₅ (u) moves in the local coordinate system XY along the theoretical path of the vessel to the berth from the starting point r0 of the theoretical path to the end point of the theoretical path r1.

The values of the parameters d0 _m and d1 _m , which provide the minimum maximum curvature of the theoretical trajectory of the vessel’s approach to the berth, are found by solving the following minimax problem (8).

,

,

where k (d0, d1, u) is the curvature of the curve defined by the vector polynomial R ₅ (u),

k _m - the minimum maximum curvature of the theoretical trajectory of the approach of the vessel to the berth.

The curvature k (d0, d1, u) is calculated by the well-known formula (9)

,

,

where R ' ₅ (u) is the first derivative with respect to u of the vector polynomial R ₅ (u),

R '' ₅ (u) is the second derivative with respect to u of the vector polynomial R ₅ (u).

The two-dimensional coefficients a ₀ , a ₁ , ... a ₅ used in the vector polynomials R ₅ (u), R ' ₅ (u), R'' ₅ (u) are calculated by the formulas (10)

where r0 is the two-dimensional coordinate vector of the starting point of the theoretical trajectory in the local coordinate system,

d0 _m is a parameter that provides the minimum value of the maximum curvature of the theoretical trajectory of the vessel’s approach to the berth,

ϕ _{PU 0} - the track angle at the starting point of the theoretical trajectory,

k0 is the curvature at the initial point of the theoretical trajectory r0,

d1 _m is a parameter that provides the minimum value of the maximum curvature of the theoretical trajectory of the vessel’s approach to the berth,

ϕ _{PU n} - the direction of the normal to the mooring wall directed towards the shore.

The set of coefficients A = {a ₀ , a ₁ , ..., a ₅ } of the vector polynomial R ₅ (u) corresponding to the optimal values of the parameters d0 _m and d1 _m found in expression (8) is transferred to the calculator 3 of the specified motion parameters.

The minimum radius of curvature R _min = 1 / k _{m of the} theoretical trajectory of the vessel’s approach to the berth is calculated by formula (11) and transferred to the comparison unit 12.

Block 12 comparison works as follows. Block 12 comparison receives from block 2 of constant memory the minimum allowable radius of curvature of the theoretical trajectory R _{min add.} If the minimum radius of curvature of the theoretical trajectory R _{min is} less than the minimum permissible radius of curvature of the trajectory of the vessel R _{min extra} , then the signal ξ is assigned 0, which informs the skipper about the impossibility of taking the vessel to a predetermined straight path of narrowness from the current position of the vessel. The boatmaster must decide to transfer the vessel to a different starting position.

If the minimum radius of curvature of the theoretical trajectory R _{min is} not less than the minimum permissible radius of curvature of the trajectory of the vessel R _{min additional} , then signal ξ is assigned 1, which informs the skipper about the possibility of an automatic approach to the berth.

The signal ξ is transmitted by the comparison unit 12 to the skipper for deciding on further actions.

At the beginning of the work, the calculator 3 of the set motion parameters receives from the unit 7 for measuring the current motion parameters the longitudinal velocity of the vessel ν ₀ , the directional angle of the vessel ϕ _{pu 0} , receives from the constant memory unit 2 positive parameters k _νз , ρ _νз , which determine the vessel’s braking law and direction normal to the mooring wall ϕ _{PU n} directed towards the shore.

In the computer 3 preset motion parameters on each control cycle, the following actions are performed. The calculator 3 of the specified motion parameters receives from the block 7 measurements of the current motion parameters, the geographical coordinates of the current position of the ship's center of mass (ϕ _cm , λ _cm ) and converts them into a two-dimensional coordinate vector r in the local coordinate system. To calculate the set motion parameters corresponding to the current position of the vessel, using the expressions (12), the value of the scalar parameter u _{s is} calculated.

where r is a two-dimensional coordinate vector of the current position of the vessel in the local coordinate system,

r0 is the two-dimensional coordinate vector of the starting point of the theoretical trajectory in the local coordinate system,

ρ0 is the distance from the starting point of the theoretical trajectory to the end point of the trajectory of the vessel’s approach to the berth.

If the vessel is located near the theoretical trajectory of the vessel’s approach to the berth, the parameter u _z calculated according to the formula (12) provides the coordinates of the point r _z = R ₅ (u _z ) on the theoretical trajectory of the approach to the berth close to the current position of the vessel.

Then, using the formula (13), the coordinates of the tangent vector T _u at the point of the theoretical trajectory of the vessel’s approach to the berth corresponding to the value of the scalar parameter u _s are calculated.

,

,

where R ' ₅ (u) is the first derivative of the polynomial R ₅ (u),

u _s - point parameter on a theoretical trajectory close to the current location of the vessel.

The predetermined path angle ϕ _{bp is} calculated by the formula (14), taking into account the fact that the direction angle is counted from the north direction.

where T _{u 2} is the coordinate of the tangent vector T _u ,

T _u1 is the x coordinate of the tangent vector T _u .

The lateral deviation d of the current position of the vessel from the given one is calculated using the scalar product of vectors according to formula (15).

,

,

where r is a two-dimensional coordinate vector of the current position of the vessel in the local coordinate system,

R ₅ (u _s ) is a vector polynomial defining the theoretical trajectory of the vessel’s approach to the berth,

u _s - point parameter on a theoretical trajectory close to the current position of the vessel,

e is the unit vector perpendicular to a given path angle ϕ _{p s} .

The given track angle ϕ of the _belly and the lateral deviation d of the current position of the vessel from the set are transmitted to the automatic control of the track angle 5.

The given translational speed ν _{s is} calculated by the formula (16).

where ν ₀ is the longitudinal velocity of the vessel at the starting point of the theoretical trajectory,

tanh - hyperbolic tangent function,

k _νз , p _νз - positive parameters that determine the law of braking of the vessel,

u _s - point parameter on a theoretical trajectory close to the current location of the vessel.

An increase in the parameter k _νз leads to a decrease in the braking time. The parameter must be in the range from zero to one. An increase in the parameter p _νz leads to an increase in the braking time.

The given translational speed ν _s is transmitted to the automatic translational speed controller 4.

The given course angle ϕ _{kz is} calculated by the formula (17).

where ϕ _{to 1} - the angle of the ship at the end point of the trajectory of approach to the berth,

ϕ _{PU 0} - the track angle at the starting point of the theoretical trajectory,

u _s - point parameter on a theoretical trajectory close to the current location of the vessel.

The angle of the ship's course ϕ _kz at the end point of the trajectory of approach to the berth is equal to the direction of the normal to the berth wall ϕ _{pn n} directed toward the coast plus or minus 90 degrees.

The set course angle ϕ _{to s} is transmitted to the automatic controller 5 of the course angle.

At the beginning of the work, the translational automatic speed controller 4 receives from the constant memory unit 2 the coefficient of the translational velocity control law k _ν , multiplied by the deviation of the current ground speed from the predetermined one and receives the traction force F _{ν 0} from the unit 7 for measuring the current motion parameters. In the automatic controller 4 of the translational speed on each control cycle, the following actions are performed. The automatic controller 4 of the translational speed receives from the unit 7 for measuring the current motion parameters the current value of the translational velocity ν and receives from the calculator 3 of the set motion parameters the predetermined translational velocity ν _s .

The force directed along the translational velocity vector of the vessel, F _{νi + 1} , is calculated by the formula (18).

,

,

where F _{ν i} is the force directed along the vector of translational speed of the vessel, calculated at the previous step of the device,

k _ν - coefficient of the law of control of translational speed multiplied by the deviation of the current ground speed from a given

ν is the current value of the translational speed,

ν _s - a given translational speed of the longitudinal movement of the vessel.

At the beginning of the work, the automatic adjuster 5 of the track angle receives from the constant memory unit 2 a coefficient k _d multiplied by the value of the current lateral deviation of the vessel from the given trajectory and the coefficient k _ϕp , multiplied by the deviation of the current track angle from the set.

In the automatic adjuster 5 of the track angle, the following actions are performed on each control cycle. The automatic adjuster 5 of the track angle receives from the block 7 of the measurement of the current parameters of the movement the track angle of the vessel ϕ _PU .

The force F _νt , perpendicular to the direction of the ship's translational speed vector, is calculated by the formula (19).

where k _d is the coefficient multiplied by the lateral deviation of the vessel from a given trajectory d,

k _ϕpu - coefficient multiplied by the deviation of the path angle from the given

d - deviation of the current position of the vessel from the specified

ϕ _pui - the current _directional angle of the vessel,

ϕ _{pu s} - a given direction angle.

The calculated value of the force F _νi , perpendicular to the direction of the vector of the translational speed of the vessel, is transmitted to the control signal generation unit 8.

At the beginning of the work, the automatic heading angle adjuster 6 receives from the constant memory unit 2 a coefficient k _{ϕ k} that is multiplied by the deviation of the current course from the given one, and a coefficient k _ω that is multiplied by the current value of the angular velocity of the ship's turn in the horizontal plane.

In the automatic controller 6 of the course angle on each control cycle, the following actions are performed. The automatic controller 6 of the heading angle receives from the unit 7 measuring the current motion parameters the angle of the ship ϕ _k , the angular velocity ω of the hull in the horizontal plane.

The moment M, turning the vessel in the horizontal plane, is calculated by the formula (20).

where k _ω is the coefficient multiplied by the current value of the angular velocity of rotation of the vessel in the horizontal plane,

k _ϕк - coefficient multiplied by the deviation of the current rate from a given

ω is the current angular velocity of the hull in the horizontal plane,

ϕ _to - the current heading angle of the vessel,

ϕ _KZ - the given course angle of the vessel.

The calculated value of the moment M, turning the vessel in a horizontal plane, is transmitted to the control signal generation unit 8.

In block 8 of generating control signals at each control cycle, the expressions of control are calculated using expressions (21): bow thruster u _n , aft thruster u _k and main propeller u _where .

,

,

where k _n - conversion factor of the thrust of the bow thruster in the magnitude of the control signal,

F _νt , is the force perpendicular to the direction of the vector of the translational speed of the vessel,

l _s is the distance from the stern to the center of mass of the vessel,

β is the drift angle equal to the difference between the current track angle ϕ _ny and the course angle ϕ _to ,

M - moment, turning the ship in a horizontal plane.

F _ν is the force directed along the translational velocity vector of the vessel,

k _to - the coefficient of translation of the thrust thrust thrust device into the value of the control signal,

k _GD - the translation coefficient of the emphasis of the main propulsion of the control signal.

Claims (2)

1. A device for the automatic approach of the vessel to the berth, containing the main propulsors, stern and bow thrusters, a unit for measuring the current parameters of the vessel’s motion with sensors for the directional angle, angular speed and course of the vessel, a unit for generating control signals, outputs connected to the main engines, to stern and bow thrusters, characterized in that the unit for measuring the current motion parameters of the vessel is equipped with sensors for the coordinates of the center of mass, translational speed and traction main propulsion of the vessel, automatic regulators of the translational speed, directional angle and course angle of the vessel, with three inputs each, a theoretical trajectory calculation unit with three inputs and three outputs, a calculator of the set parameters of the vessel’s movement with four inputs and three outputs and a permanent memory unit with four outputs, in which the parameters of the stopping point, formed at the first output of the read-only memory block, are recorded, the minimum permissible radius of curvature of the trajectory of the ship, formed at the second output b lock memory, coefficients of laws of control of translational speed, ground angle, heading angle of the vessel, formed on the third output of the permanent memory block, and parameters that determine the law of braking of the vessel, formed on the fourth output of the permanent memory block, while the first inputs of the specified block calculation automatic controllers and the third input of the calculator of the given vessel motion parameters is connected to the output of the said unit for measuring the current vessel motion parameters, the second and third inputs of the specified block the couple are connected respectively to the first and second outputs of the permanent memory unit, the first output of the specified calculation unit is designed to transmit information to the skipper, and the second and third outputs are connected to the first and second inputs of the calculator of the specified parameters of the vessel’s movement, respectively, the fourth input of which is connected to the fourth output of the constant unit memory, and the first, second and third outputs of the specified computer are connected respectively to the second inputs of these automatic regulators, the third inputs are connected ennyh to the third output of the permanent memory unit, and the outputs - the first, second and third input unit generating a control signal, respectively, a fourth input coupled to a third output of the permanent memory unit. 2. The device according to claim 1, characterized in that said calculation unit comprises a calculator of a set of parameters in series, the inputs of which are the first and second inputs of said calculation unit, an optimal value calculator and a comparison unit, the second input of which is the third input of the specified block calculation, the first, second and third outputs of which are formed respectively by the output of the comparison unit and the second outputs of the said calculators of the calculation unit.

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