RU2513157C1 - Method of flawless control of ship in depth - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: proposed method consists in using the depth setter, first filter of depth estimation signal, fourth filter of trim angle estimation signal and adder to input of which said signals are fed. Rudder deflection preset speed signal is fed from adder output to steering drive input. Then, two standby depth transducers, two ruder deflection angle meters, four filters, diagnostics and communication unit are used. Said signals are fed to the input of the latter. Diagnostics and communication unit generates difference module signal: $$\left|h_1-\underset{\_}{h}\underset{\_}{{}_1}\right|,$$

$$\left|h_1-\underset{\_}{h}\underset{\_}{{}_1}\right|,$$

$$\left|h_2-\underset{\_}{h}\underset{\_}{{}_2}\right|,$$

$$\left|{\psi }_3-\underset{\_}{\psi }\underset{\_}{{}_3}\right|,$$

$$\left|{\psi }_2-\underset{\_}{\psi }\underset{\_}{{}_2}\right|,$$

$$\left|{\psi }_3-\underset{\_}{\psi }\underset{\_}{{}_3}\right|$$

to be compared with preset constant C₁ and C₂, in case said modules satisfy the condition: $$\left|h_i-\underset{\_}{h}\underset{\_}{{}_i}\right|<C_1$$

and $$\left|{\psi }_i-\underset{\_}{\psi }\underset{\_}{{}_i}\right|<C_2,$$

then signals $${\displaystyle \sum {\underset{\_}{h}}_{\underset{\_}{i}}}$$

are fed to the unit of generation of mean value of depth estimation h_mean. Signals $${\displaystyle \sum \underset{\_}{\psi }\underset{\_}{{}_i}}$$

are input to the unit of generation of mean value of trim angle estimation $${\underset{\_}{\psi }}_{\underset{\_}{mean}}.$$

Depth mean estimation signal $${\underset{\_}{h}}_{\underset{\_}{mean}}$$

from depth mean estimation unit is fed to adder input. Trim angle estimation signal $${\underset{\_}{\psi }}_{\underset{\_}{mean}}$$

from trim angle mean estimation unit is fed to adder input.

EFFECT: higher accuracy and reliability of ship control.

1 dwg

Description

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

There is a method of automatically controlling the movement of a vessel at a given direction angle, implemented in the "System of automatic control of a vessel’s movement" (RU 2248914 C1, 03/27/2005). The ship’s movement control method is based on the use of information from the track angle sensor, track angle setter and adder, in which the resulting signal is generated from the current track angle, the set track angle, and the ship’s angular speed.

There is also known a method of automatically controlling the movement of a ship using a dynamic model of the angular motion of the ship (RU No. 2223197 C1, 02/10/2004, adopted by us as a prototype). The apparatus for automatic control of the vessel’s movement contains a heading angle adjuster, a rudder angle sensor, a satellite navigation system receiver, a steering gear, a differentiator and an adder, the first input of which is connected to the output of the track angle adjuster, the output of the SNA receiver is connected to the second input of the adder, to the third input which the output of the rudder angle sensor is connected, the adder output is connected to the input of the steering gear, the fourth adder input is connected to the output of the dynamic model of the angular motion of the vessel - This filter. At the output of the dynamic motion model of the filter vessel, an estimate of the course angle is formed. The heading angle estimation signal is algebraically summed with the heading angle signal received from the output of the SNA receiver. The difference of these signals is input to the dynamic model of the filter vessel.

Thus, in the widespread control method, the following signals are generated to provide automatic control of the movement of the vessel.

. Сигнал оценки - $$\underset{\_}{\phi }$$

вводят с выхода электронной (динамической) модели движения судна. Для формирования оценки сигнала угла курса на вход электронной модели движения корабля вводят сигнал угла перекладки руля δ от датчика рулевого привода и сигнал невязки с выхода электронной модели движения корабля и датчика курса: $$K\left(\phi -\underset{\_}{\phi }\right)$$

. На выходе сумматора-регулятора формируется сигнал заданного значения угла перекладки руля - δ_зд:In the heading angle adjuster, a signal is formed - ϕ _rear = f (t), which is input to the adder input, the second input of which receives a signal for estimating the heading angle - $$\underset{\_}{\phi }$$

. Signal Evaluation - $$\underset{\_}{\phi }$$

enter from the output of the electronic (dynamic) model of the vessel. To form an estimate of the heading angle signal, the rudder angle signal δ from the steering gear sensor and the residual signal from the output of the electronic model of the ship’s motion and heading sensor are input to the input of the electronic model of the ship’s motion: $$K\left(\phi -\underset{\_}{\phi }\right)$$

. At the output of the adder-controller, a signal is generated for the set value of the rudder angle - δ _rear :

$${\delta }_{sd}=K_{\mathrm{one}}\left(\underset{\_}{\phi }-{\phi }_{sd.}\right)+K_{2}d/dt\underset{\_}{\phi }\left(\mathrm{one}\right)$$

- сигнал оценки угла курса, с выхода электронной модели движения корабля-фильтра,Where $$\underset{\_}{\phi }$$

- a signal for estimating the course angle, from the output of the electronic model of the motion of the filter ship,

δ _rear - a signal of a given rudder angle (input from the adder is input to the input of the steering gear).

The disadvantages of the known methods of motion control are:

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

- the failure of the vehicle's state sensors leads to emergency situations,

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

The technical result of the proposed method of controlling the movement of the vessel is:

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

- the introduction of the diagnostics and switching unit made it possible to monitor the operability of the control system and restructuring the architecture of the automatic motion control system (SAUD), which allowed the construction of a fault-tolerant control system

- The introduction of 2 ^x backup depth sensors, two trim angle meters and four filters made it possible to maintain the normal operation of the SAUD not only in case of failures in the sensors, but also in the computer networks of the input information processing filters.

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

:- forming a signal of the average value of the depth estimates $$\underset{\_}{h}\underset{\_}{{}_{\mathrm{from}R}}$$

:

1) for three depth signals from three depth sensors (in the absence of failures in all three depth sensors);

2) by two depth signals from two operational depth sensors (the third one is out of order),

3) one signal from a working depth sensor,

- the formation of the signal average value of the evaluation of the angle of the trim - $${\underset{\_}{\psi }}_{\underset{\_}{\mathrm{from}R}}$$

1) for three signals of the trim angle from the trim angle sensor and two trim angle meters (in the absence of failures in all channels of the depth and trim angle);

2) for two signals of the trim angle from two working channels of the trim angle (the third - out of order, any, including due to the failure of the depth sensor),

3) one signal from a working channel of the trim angle (with working depth sensors);

:- the formation of a signal of the average value of the depth estimates - $$\underset{\_}{h}\underset{\_}{{}_{\mathrm{from}R}}$$

:

1) by signals from three filters (if the first, second and third filters are in good condition,

2) by signals from two serviceable filters out of three (and a serviceable depth sensor),

3) by a signal from one serviceable filter out of three (and serviceable depth sensors),

:- the formation of the signal average value of the angle of the trim $${\underset{\_}{\psi }}_{\underset{\_}{\mathrm{from}R}}$$

:

1) according to signals from three filters (if the fourth, fifth and sixth filters are in good condition),

2) according to signals from two serviceable filters (with a faulty fourth, or fifth, or sixth filter),

- timely detection of a malfunction in the control system and a change in the architecture of the SAUD, which allows to maintain high-quality automatic control of the ship's movement in depth.

The method of fault-tolerant control of the movement of the ship in depth

A method of controlling the movement of a ship in depth using a rudder sensor, a first depth sensor, a trim angle sensor, an angular velocity sensor, a steering gear, a depth gauge, a first depth signal estimation filter, a fourth trim angle signal estimation filter and an adder to the input of which the following signals are input:

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

- angular velocity - ω (from the angular velocity sensor),

- the given depth of the ship - h _rear (from the depth gauge).

The following signals are input to the input of the first filter for evaluating the depth signal:

- steering angle δ (from the steering wheel sensor),

- depth h ₁ (from the first depth sensor),

(с выхода первого фильтра оценки сигнала глубины).- depth estimates $$\underset{\_}{h}\underset{\_}{{}_{\mathrm{one}}}$$

(from the output of the first depth signal estimation filter).

At the input of the fourth filter evaluating the signal of the angle of trim input signals:

- trim angle ψ (from the output of the trim angle sensor),

- steering angle δ (from the steering wheel sensor).

Signal predetermined rudder speed - dδ _zd / dt (from the adder output) is administered to a steering drive input.

A second depth sensor, a third depth sensor, a second depth signal estimation filter, a third depth signal estimation filter, a fifth trim angle signal estimation filter, a sixth trim angle signal estimation filter, a diagnostic and switching unit, to which the signals are input, are also used:

с выхода первого фильтра,- depth estimates - $$\underset{\_}{h}\underset{\_}{{}_{\mathrm{one}}}$$

from the output of the first filter,

c выхода второго фильтра,- depth estimates - $$\underset{\_}{h}\underset{\_}{{}_2}$$

c output of the second filter,

с выхода третьего фильтра,- depth estimates - $$\underset{\_}{h}\underset{\_}{{}_3}$$

from the output of the third filter,

с выхода четвертого фильтра,- estimates of the angle of trim - $$\underset{\_}{\psi }\underset{\_}{{}_{\mathrm{one}}}$$

from the output of the fourth filter,

с выхода пятого фильтра,- estimates of the angle of trim - $$\underset{\_}{\psi }\underset{\_}{{}_2}$$

from the output of the fifth filter,

с выхода шестого фильтра.- estimates of the angle of trim - $$\underset{\_}{\psi }\underset{\_}{{}_3}$$

from the output of the sixth filter.

In the diagnostic and switching unit, the signals of six difference modules are generated:

, $$\left|h_1-\underset{\_}{h}\underset{\_}{{}_1}\right|$$

, $$\left|h_2-\underset{\_}{h}\underset{\_}{{}_2}\right|$$

, $$\left|{\psi }_3-\underset{\_}{\psi }\underset{\_}{{}_3}\right|,$$

$$\left|{\psi }_2-\underset{\_}{\psi }\underset{\_}{{}_2}\right|,$$

$$\left|{\psi }_3-\underset{\_}{\psi }\underset{\_}{{}_3}\right|,$$

которые сравнивают с заданной постоянной C₁ и C₂, если модули разности удовлетворяют условию: $$\left|h_i-\underset{\_}{h}\underset{\_}{{}_i}\right|<C_1$$

и $$\left|{\psi }_i-\underset{\_}{\psi }\underset{\_}{{}_i}\right|<C_2$$

, то «хорошие» сигналы $${\displaystyle \sum \underset{\_}{h}\underset{\_}{{}_i}}$$

вводят в блок формирования среднего значения оценки глубины h_ср, а «хорошие» сигналы $${\displaystyle \sum \underset{\_}{\psi }\underset{\_}{{}_i}}$$

вводят в блок формирования среднего значения оценки угла дифферента $${\underset{\_}{\psi }}_{\underset{\_}{ср}},$$

сигнал среднего значения оценки глубины $${\underset{\_}{h}}_{\underset{\_}{ср}}$$

из блока среднего значения оценки глубины вводят на вход сумматора, сигнал среднего значения оценки угла дифферента $${\underset{\_}{\psi }}_{\underset{\_}{ср}}$$

из блока среднего значения оценки угла дифферента вводят на вход сумматора. $$|\; |\; |h_{\mathrm{one}}-\underset{\_}{h}\underset{\_}{{}_{\mathrm{one}}}|\; |\; |$$

, $$|\; |\; |h_{\mathrm{one}}-\underset{\_}{h}\underset{\_}{{}_{\mathrm{one}}}|\; |\; |$$

, $$|\; |\; |h_2-\underset{\_}{h}\underset{\_}{{}_2}|\; |\; |$$

, $$|\; |\; |{\psi }_3-\underset{\_}{\psi }\underset{\_}{{}_3}|\; |\; |,$$

$$|\; |\; |{\psi }_2-\underset{\_}{\psi }\underset{\_}{{}_2}|\; |\; |,$$

$$|\; |\; |{\psi }_3-\underset{\_}{\psi }\underset{\_}{{}_3}|\; |\; |,$$

which are compared with a given constant C ₁ and C ₂ , if the difference modules satisfy the condition: $$|\; |\; |h_i-\underset{\_}{h}\underset{\_}{{}_i}|\; |\; |<C_{\mathrm{one}}$$

and $$|\; |\; |{\psi }_i-\underset{\_}{\psi }\underset{\_}{{}_i}|\; |\; |<C_2$$

then the “good” signals $${\displaystyle \sum \underset{\_}{h}\underset{\_}{{}_i}}$$

injected into the block forming the average value of the depth estimate h _cf , and “good” signals $${\displaystyle \sum \underset{\_}{\psi }\underset{\_}{{}_i}}$$

enter into the block forming the average value of the evaluation of the angle of the trim $${\underset{\_}{\psi }}_{\underset{\_}{\mathrm{from}R}},$$

depth mean value signal $${\underset{\_}{h}}_{\underset{\_}{\mathrm{from}R}}$$

from the block of the average value of the depth estimate is input to the adder input, the signal of the average value of the evaluation of the angle of the trim $${\underset{\_}{\psi }}_{\underset{\_}{\mathrm{from}R}}$$

from the block of the average value of the evaluation of the angle of the trim is entered at the input of the adder.

Fail-safe control system for the movement of the ship (see drawing).

The drawing shows a block diagram of a fault-tolerant control system for the movement of the ship, which is implemented in accordance with the proposed control method.

The system contains

1 - steering wheel sensor, 2 - first depth sensor, 3 - second depth sensor, 4 - third depth sensor, 5 - trim angle sensor, 6 - angular velocity sensor, 7 - depth gauge, 8-13 - first-sixth filters, 14 - a diagnostic and switching unit, 15 - a block of the average depth value, 16 - a block of the average value of the angle of the trim, 17 - the adder, 18 - the steering gear, 19 - the ship.

The implementation of the system in question is possible:

- using analogue counting elements,

- using digital technology,

- sensors should be used commercially available from our industry,

- filters can be based on an electronic model of the ship’s motion with constant coefficients, and an adaptive model of the ship’s motion can also be used.

Features of the fault-tolerant ship motion control system

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

(используем блоки 1-5, 8-13).but. Formation of assessments of measured information - $$\underset{\_}{h}\underset{\_}{{}_i}$$

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

(we use blocks 1-5, 8-13).

формируют в первом фильтре - 8, с использованием электронной динамической модели управляемого движения корабля по глубине - h. На вход электронной модели движения корабля вводят сигналы:1st assessment of the signal of the current depth of the ship - $$\underset{\_}{h}\underset{\_}{{}_{\mathrm{one}}}$$

form in the first filter - 8, using an electronic dynamic model of the controlled movement of the ship in depth - h. The input signals of the ship’s electronic model are:

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

h ₁ - measured depth value (from the first depth sensor - 2),

- оценку текущей глубины корабля (с выхода электронной динамической модели, этот же сигнал $$\underset{\_}{h}\underset{\_}{{}_1}$$

через выход первого фильтра - 8 вводят в блок диагностики и коммутации - 14. Аналогично на втором фильтре - 9 с использованием электронной динамической модели движения корабля по глубине - h (на выходе второго фильтра) формируют вторую оценку текущей глубины - $$\underset{\_}{h}\underset{\_}{{}_2}$$

с использованием сигналов: $$\underset{\_}{h}\underset{\_}{{}_{\mathrm{one}}}$$

- assessment of the current depth of the ship (from the output of the electronic dynamic model, the same signal $$\underset{\_}{h}\underset{\_}{{}_{\mathrm{one}}}$$

through the output of the first filter - 8 is introduced into the diagnostics and switching unit - 14. Similarly, on the second filter - 9 using the electronic dynamic model of the ship's movement in depth - h (at the output of the second filter) form a second estimate of the current depth - $$\underset{\_}{h}\underset{\_}{{}_2}$$

using signals:

δ - (from the steering wheel sensor - 1),

h ₂ - measured depth value (from the second depth sensor - 3),

- оценки текущей глубины корабля (с выхода второго фильтра - 9), $$\underset{\_}{h}\underset{\_}{{}_2}$$

- estimates of the current depth of the ship (from the output of the second filter - 9),

вводят на вход блока диагностики и коммутации - 14. Аналогично на третьем фильтре - 10 с использованием электронной динамической модели формируют третью оценку текущей глубины - $$\underset{\_}{h}\underset{\_}{{}_3}$$

с использованием сигналов:from the output of the second filter, the signal is $$\underset{\_}{h}\underset{\_}{{}_2}$$

enter to the input of the diagnostic and switching unit - 14. Similarly, on the third filter - 10 using the electronic dynamic model form a third estimate of the current depth - $$\underset{\_}{h}\underset{\_}{{}_3}$$

using signals:

δ - (from the steering wheel sensor - 1),

h ₃ - measured depth value (from the third depth sensor - 4),

- оценки текущей глубины корабля (с выхода третьего фильтра - 10), сигнал $$\underset{\_}{h}\underset{\_}{{}_3}$$

с выхода третьего фильтра также вводят на вход блока диагностики и коммутации - 14. $$\underset{\_}{h}\underset{\_}{{}_3}$$

- estimates of the current depth of the ship (from the output of the third filter - 10), the signal $$\underset{\_}{h}\underset{\_}{{}_3}$$

from the output of the third filter is also introduced to the input of the diagnostic and switching unit - 14.

формируют в четвертом фильтре - 11 с использованием электронной модели управляемого движения корабля по углу дифферента - ψ. На вход электронной модели движения корабля по углу дифферента - 11 вводят сигналы:First estimate of the current trim angle $$\underset{\_}{\psi }\underset{\_}{{}_{\mathrm{one}}}$$

form in the fourth filter - 11 using an electronic model of the controlled movement of the ship along the angle of the trim - ψ. At the input of the electronic model of the ship’s movement along the trim angle - 11, the following signals are input:

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

ψ is the measured trim angle (from the trim angle sensor - 5),

- первой оценки текущего угла дифферента (с выхода электронной модели движения корабля по углу дифферента), сигнал - $$\underset{\_}{\psi }\underset{\_}{{}_1}$$

с выхода четвертого фильтра - 11 также вводят на вход блока диагностики и коммутации - 14. $$\underset{\_}{\psi }\underset{\_}{{}_{\mathrm{one}}}$$

- the first assessment of the current angle of the trim (from the output of the electronic model of the movement of the ship along the angle of the trim), the signal is $$\underset{\_}{\psi }\underset{\_}{{}_{\mathrm{one}}}$$

from the output of the fourth filter - 11 is also introduced to the input of the diagnostic and switching unit - 14.

формируют в пятом фильтре - 12, на вход которого - электронной модели движения корабля по углу дифферента вводят сигналы:The second estimate of the current trim angle is $$\underset{\_}{\psi }\underset{\_}{{}_2}$$

form in the fifth filter - 12, the input of which is an electronic model of the ship’s movement along the angle of the trim signal:

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

h ₁ - (from the first depth sensor - 2),

h ₃ - (from the third depth sensor - 4),

- (с выхода пятого фильтра - 12), сигнал $$\underset{\_}{\psi }\underset{\_}{{}_2}$$

также вводят на вход блока диагностики и коммутации - 14. $$\underset{\_}{\psi }\underset{\_}{{}_2}$$

- (from the output of the fifth filter - 12), the signal $$\underset{\_}{\psi }\underset{\_}{{}_2}$$

also enter at the input of the diagnostic and switching unit - 14.

формируют в шестом фильтре - 13, на вход которого вводят сигналы:The third assessment of the current trim angle $$\underset{\_}{\psi }\underset{\_}{{}_3}$$

form in the sixth filter - 13, the input of which signals are input:

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

h ₁ - (from the first depth sensor - 2),

h ₂ - (from the second depth sensor - 3),

- с выхода шестого фильтра - 13, сигнал - $$\underset{\_}{\psi }\underset{\_}{{}_3}$$

также вводят на вход блока диагностики и коммутации - 14. $$\underset{\_}{\psi }\underset{\_}{{}_3}$$

- from the output of the sixth filter - 13, the signal - $$\underset{\_}{\psi }\underset{\_}{{}_3}$$

also enter at the input of the diagnostic and switching unit - 14.

и трех каналах выработки оценок - $$\underset{\_}{\psi }\underset{\_}{{}_i}$$

b. Diagnosing a failure in three channels for generating estimates - $${\underset{\_}{h}}_{\underset{\_}{i}}$$

and three channels for generating estimates - $$\underset{\_}{\psi }\underset{\_}{{}_i}$$

In block 14 form the magnitude of the difference of the measured signals - h _i , ψ _i and

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

.their ratings - $$\underset{\_}{h}\underset{\_}{{}_i}$$

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

.

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

исправен - «хороший»:If the modulus of the difference is less than the permissible value, then it follows that the given “i” channel for forming the “i” of the measurement information assessment is $$\underset{\_}{h}\underset{\_}{{}_i},$$

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

good - "good":

$$\begin{array}{l}|\; |\; |h_i-\underset{\_}{h}\underset{\_}{{}_i}|\; |\; |<C_{\mathrm{one}}\\ |\; |\; |{\psi }_i-\underset{\_}{\psi }\underset{\_}{{}_i}|\; |\; |<C_2\left(2\right)\end{array}$$

используя введенные «хорошие» сигналы - $${\underset{\_}{h}}_{\underset{\_}{i}}$$

из блока 14 и в блоке 16 формируют среднее значение - $${\underset{\_}{\psi }}_{\underset{\_}{ср}},$$

используя сигналы - $${\underset{\_}{\psi }}_{\underset{\_}{i}}$$

. Сформированные сигналы - $${\underset{\_}{\psi }}_{\underset{\_}{ср}},$$

$${\underset{\_}{h}}_{\underset{\_}{ср}}$$

из блоков 15 и 16 вводят на вход сумматора - 17.Only these “good” channels of evaluation signals are used that satisfy the condition (2) From the diagnostics block - 14, “good” signals, respectively, are input into the block of the average value of the depth estimate - 15 and the block of the average value of the estimate of the trim angle - 16. In block 15 form the average value - $${\underset{\_}{h}}_{\underset{\_}{\mathrm{from}R}}$$

using the entered "good" signals - $${\underset{\_}{h}}_{\underset{\_}{i}}$$

from block 14 and in block 16 form the average value - $${\underset{\_}{\psi }}_{\underset{\_}{\mathrm{from}R}},$$

using signals - $${\underset{\_}{\psi }}_{\underset{\_}{i}}$$

. Signals Formed - $${\underset{\_}{\psi }}_{\underset{\_}{\mathrm{from}R}},$$

$${\underset{\_}{h}}_{\underset{\_}{\mathrm{from}R}}$$

from blocks 15 and 16 enter the input of the adder - 17.

at. Ship motion control

Boatswain depth setter - 7 sets out the required depth of the ship sailing h _rear, thereby forming the law of automatic steering gear control in the system - 18, which deflects the steering wheel and takes the ship to the desired depth. Consider the operations that are performed in the system.

The input of the adder 17 receives signals:

- a given depth - h _rear (from the depth gauge - 7),

- angular velocity - ω (from the angular velocity sensor - 6),

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

(с блока среднего значения оценок - $${\underset{\_}{\psi }}_{\underset{\_}{ср}}$$

16),- the average value of the estimates of the angle of the trim - $${\underset{\_}{\psi }}_{\underset{\_}{\mathrm{from}R}}$$

(from the block of the average value of estimates - $${\underset{\_}{\psi }}_{\underset{\_}{\mathrm{from}R}}$$

16),

(с блока среднего значения оценок - 15).- average value of depth estimates - $${\underset{\_}{\psi }}_{\underset{\_}{\mathrm{from}R}}$$

(from the block of the average value of ratings - 15).

In the adder - 17, the steering control law - 18 is formed to ensure the movement of the ship at a given depth - h _rear

$$d\delta /d{t}_{sd}=K_{\mathrm{one}}\left(\underset{\_}{h}\underset{\_}{{}_{\mathrm{from}R}}-h_{sd}\right)+K_2\underset{\_}{\psi }\underset{\_}{{}_{\mathrm{from}R}}+K_3\omega -K_{\mathrm{four}}\delta \left(3\right)$$

The signal - dδ / dt _rear from the output of the adder - 17 is input to the input of the steering gear - 18, while in accordance with law (3) the ship will move at a depth of h = h rear.

The modeling of the above system confirmed the effectiveness of using the proposed control method.

Claims (1)

A method of controlling the movement of a ship in depth using a rudder sensor, a first depth sensor, a trim angle sensor, an angular velocity sensor, a steering gear, a depth gauge, a first depth signal estimation filter, a fourth trim angle signal estimation filter and an adder to the input of which the following signals are input:
- rudder angle δ (from the rudder sensor),
- angular velocity ω (from the angular velocity sensor),
- given ship depth h_healthy (from the depth setter),
The following signals are input to the input of the first depth signal estimation filter:
- steering angle δ (from the steering wheel sensor),
- depth h_one (from the first depth sensor),
- depth estimates $$\underset{\_}{h}\underset{\_}{{}_{\mathrm{one}}}$$

 (from the output of the first depth signal estimation filter),
the input of the fourth filter evaluating the signal of the trim angle signals are:
- trim angle ψ (from the output of the trim angle sensor),
- steering angle δ (from the steering wheel sensor),
signal of the preset rudder shift speed - dδ_healthy/ dt (from the output of the adder) is input to the input of the steering gear, characterized in that a second depth sensor, a third depth sensor, a second depth signal estimation filter, a third depth signal estimation filter, a fifth trim angle signal estimation filter, a sixth angle signal estimation filter are used trim, diagnostic and switching unit, the input of which signals are input:
- depth estimates - $$\underset{\_}{h}\underset{\_}{{}_{\mathrm{one}}}$$

 from the output of the first filter,
- depth estimates - $$\underset{\_}{h}\underset{\_}{{}_2}$$

 c output of the second filter,
- depth estimates - $$\underset{\_}{h}\underset{\_}{{}_3}$$

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

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

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

 from the output of the sixth filter,
in the diagnostic and switching unit, the signals of the difference module are generated:
$$|\; |\; |h_{\mathrm{one}}-\underset{\_}{h}\underset{\_}{{}_{\mathrm{one}}}|\; |\; |,$$

$$|\; |\; |h_{\mathrm{one}}-\underset{\_}{h}\underset{\_}{{}_{\mathrm{one}}}|\; |\; |,$$

$$|\; |\; |h_2-\underset{\_}{h}\underset{\_}{{}_2}|\; |\; |,$$

$$|\; |\; |{\psi }_3-\underset{\_}{\psi }\underset{\_}{{}_3}|\; |\; |,$$

$$|\; |\; |{\psi }_2-\underset{\_}{\psi }\underset{\_}{{}_2}|\; |\; |,$$

$$|\; |\; |{\psi }_3-\underset{\_}{\psi }\underset{\_}{{}_3}|\; |\; |,$$

 which compare with a given constant C_one and C₂if the difference modules satisfy the condition: $$|\; |\; |h_i-\underset{\_}{h}\underset{\_}{{}_i}|\; |\; |<C_{\mathrm{one}}$$

  and $$|\; |\; |{\psi }_i-\underset{\_}{\psi }\underset{\_}{{}_i}|\; |\; |<C_2$$

then the signals $${\displaystyle \sum \underset{\_}{h}\underset{\_}{{}_i}}$$

 injected into the block forming the average value of the depth estimate h_wed, and the signals $${\displaystyle \sum \underset{\_}{\psi }\underset{\_}{{}_i}}$$

 enter into the block forming the average value of the evaluation of the angle of the trim $${\underset{\_}{\psi }}_{\underset{\_}{\mathrm{from}R}},$$

 depth mean value signal $${\underset{\_}{h}}_{\underset{\_}{\mathrm{from}R}}$$

 from the block of the average value of the depth assessment is input to the input of the adder, the signal of the average value of the evaluation of the angle of the trim $${\underset{\_}{\psi }}_{\underset{\_}{\mathrm{from}R}}$$

 from the block of the average value estimates of the angle of the trim are input to the adder.