US3844242A - Apparatus for automatic dynamic positioning and steering systems - Google Patents

Apparatus for automatic dynamic positioning and steering systems Download PDF

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Publication number
US3844242A
US3844242A US00290516A US29051672A US3844242A US 3844242 A US3844242 A US 3844242A US 00290516 A US00290516 A US 00290516A US 29051672 A US29051672 A US 29051672A US 3844242 A US3844242 A US 3844242A
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accelerometer
pick
vehicle
acceleration
thrust
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F Sernatinger
M Abad
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Etat Francais
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Etat Francais
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/0206—Control of position or course in two dimensions specially adapted to water vehicles
    • G05D1/0208—Control of position or course in two dimensions specially adapted to water vehicles dynamic anchoring
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
    • G01S1/00—Beacons or beacon systems transmitting signals having a characteristic or characteristics capable of being detected by non-directional receivers and defining directions, positions, or position lines fixed relatively to the beacon transmitters; Receivers co-operating therewith
    • G01S1/02—Beacons or beacon systems transmitting signals having a characteristic or characteristics capable of being detected by non-directional receivers and defining directions, positions, or position lines fixed relatively to the beacon transmitters; Receivers co-operating therewith using radio waves

Definitions

  • the present invention relates to automatic dynamic positioning and steering systems intended for surface ships and submarine craft and the like.
  • the propulsion systems in use include at least two swivelling thrust direction propellers such as outboard motors or else two cycloidal type propellers with vertical blades and axes of rotation with one of such propellers being located forward and the other aft on the associated ship.
  • Another means which is used consists of housing propellers delivering adjustable and reversing thrust in tunnels running through the ship in the vicinity of its bow and stem, respectively, permitting application of a lateral thrust and a rotational moment as opposed to the thrust between the front and the rear.
  • the longitudinal thrust is provided by one or more propellers located at the rear, these propellers also permitting displacement of the ship between positioning stations.
  • the position in the horizontal plane is sensed with respect to a fixed point defined on the bottom of the sea and in a system of coordinates fixed or related to the moving body, by means of a position pick-off such as, for instance, a ratio electric system, with beacons or transmitters located ashore, an acoustic system such as a sonar or ultrasonic transponder beacon, or a cable stretched between the ship and a mooring placed on the bottom, the slanting angle of which is measured with respect to the vertical.
  • a position pick-off such as, for instance, a ratio electric system, with beacons or transmitters located ashore, an acoustic system such as a sonar or ultrasonic transponder beacon, or a cable stretched between the ship and a mooring placed on the bottom, the slanting angle of which is measured with respect to the vertical.
  • the vehicle direction is measured with a magnetic compass or a gyro compass.
  • the depth in the case of a submarine craft is determined with respect to the surface by measuring the pressure or with respect to the bottom by an ultrasonic depth-finder.
  • the values measured by these pick-offs are compared with reference values set and defined in a system of reference axes such as for instance (x,,, y,,) for the position in the horizontal plane, 0., for heading, and Z for the immersion.
  • the propeller control from the comparision of the reference values with those measured by the position pick-offs described above forms a servo-system which performs the automatic dynamic positioning such as it has been defined.
  • the existing servo-systems feature a number of drawbacks which limit their performance characteristics notably as concerns positioning accuracy and operating flexibility.
  • the major drawback is related to the type of position pick-offs, especially those based on the use of ultrasonics. As a matter of fact, these pick-offs feature quite a long response time resulting from the travelling speed of sound in water and they may be subject to momentary losses of the incoming signal. In addition, the reception is affected by noises coming, for example, from the propellers and ships movements.
  • a first object of the invention is to improve the posi tioning accuracy notably under transient conditions associated with disturbances.
  • a second object of the invention is to obtain the first result whatever the type of position pick-off used and in spite of important ship or craft weight variations.
  • Another object of the invention is to facilitate steermg.
  • the automatic dynamic positioning and steering system incorporates accelerometers in addition to one of the position pick-offs already mentioned.
  • accelerometers for example, three linear accelerometers supply signals proportional to longitudinal, lateral and vertical accelerations, respectively. The last measurement is obviously not essential when a surface ship is concerned.
  • An angular accelerometer generates a signal proportional to the angular acceleration in heading.
  • a ship is hydrodynamically stable in rolling and in pitching and does not incorporate any servosystem to maneuver relative to these axes.
  • This does not limit the scope of the invention which can be extended, in particular, to the case of a submarine craft through the use of accelerometers measuring angular, rolling and pitching accelerations.
  • the signals issuing from such accelerometers are reinjected to the associated servo-system inputs in order to control the propellers and thus achieve an accelerometer feedback.
  • This feedback imposes a propeller thrust which tends to null out any acceleration, i.e., any vehicle movement, thereby achieving dynamic positioning.
  • an accelerometer channel with a wide passband capable of efficiently opposing fast disturbances or of following without any delay changes in reference points and, on the other hand, a position channel'with a passband as narrow as necessary to efficiently filter out the position pick-off signals.
  • This channel provides mean position accuracy and slow-variation disturbance compensation.
  • the passbandsoverlap so that the accelerometer channel provides for positioning, i.e., a position memory function, during the momentary absences of a signal in the position pick-off.
  • a channel is known as an anticipation channel, thus called because it applies control signals to the propellers which are generated before the pick-offs previously described have been able to evidence a displacement of the vehicle.
  • the thrust and moments applied to a vehicle according to direction and speed of the wind, current and squall, respectively are known with quite a good approximation, either from computation or from measurement made on a model in a model basin or wind tunnel.
  • Pick-offs include such as anemometer, current meter, swell meter, and supply signals proportional to the speed and direction of the disturbing causes.
  • Such data are processed according to an analog or digital computation method in order to obtain electrical voltages proportional to the disturbances computed from known relations, which voltages are applied to the propeller control to obtain the appropriate thrusts in opposite directions.
  • This system has been improved by assigning an amplitude schedule to the propeller control signals which is the inverse of the propeller thrust response so that the resulting thrust becomes proportional to the com-' mand signal applied.
  • the system according to the invention also incorporates an automatic gain and phase adjustment for the corrector networks arranged in the acceleration and position channels so as to satisfy the stability and accuracy criteria in compliance with the conventional theory of the servo-systems.
  • periodic signals are applied to the propeller control with quite a low amplitude in order to avoid interfering with equipment operation.
  • the accelerometers can, however, sense the resulting vehicle movement and the correlation between these measured signals and applied signals gives an indication of the vehicle inertia response relative to the thrust.
  • FIG. 1 represents a propeller tunnel arrangement, this arrangement proving to be the most convenient as an example of force breakdown;
  • FIG. 2 is a block diagram of the geometrical generation of propeller thrust command signals in the horizontal plane from the desired forces and moments along the major moving body axes;
  • FIG. 3 is a block diagram of the longitudinal channel servo-system, the lateral channel and moment channel servo-systems being similar;
  • FIG. 4 is a chart which illustrates propeller thrust in proportion to command signal
  • FIG. 5 is a chart which indicates the amplitude response of the thrust control linearization circuit
  • FIG. 6 is a diagrammatic perspective view of a sam ple accelerometer arrangement on a horizontal platform
  • FIG. 7 is a block diagram of the compensation means for the angular movement effects on linear accelerations
  • FIG. 8 is a graphic representation which summarizes the acceleration distribution in the transverse plane
  • FIG. 9 is a block diagram of a self-matching channel
  • FIG. 11 is a block diagram illustration of a sample computation of the anticipation terms.
  • FIG. 12 is a block diagram of heading slaving to the disturbance direction.
  • aft propeller 4 delivers a longitudinal thrust fx, positive or negative along axis xx.
  • Thrust f,,, of forward propeller 2 is parallel to axis yy' and is oriented to the right or to the left as is thrust f of aft transverse propeller 3. This arrangement in the horizontal plane is obviously applicable to the vertical plane for a submarine craft. 7
  • l, and 1 are respectively the distances from the forward and aft lateral propellers to the center of gravity 0.
  • Each of the channels features the same structure such as that shown in the block diagram of FIG. 3 which corresponds to the longitudinal channel as an example.
  • Block 9 represents the vehicle with its transfer function, the output being its position, the input being the resultant on the one hand of disturbing forces F due to the wind, current and swell and, on the other hand, thrust F produced along axis xx by propellers l0.
  • Block 13 which does not correspond to a material realization, symbolizes in the schematic diagram the physical system of disturbing forces and moments.
  • command signal S acts on the screw propeller pitch.
  • the thrust then is not proportional to the command and has in fact the appearance of curve 27, FIG. 4. This non-linearity may be detrimental to servo-system stability.
  • Amplifier 11, FIG. 3 makes the thrust linear by amplifying command signal S with an amplitude response such as that shown by curve 30, FIG. 5, which is the inverse of curve 27.
  • this linearization is achieved by an analog function generator.
  • curve 30-31 can be approximated by a table of stored discrete values.
  • Amplifier II incorporates, in addition to the said function generator, a linear unit the gain of which can be adjusted as described afterwards, in order to adjust the slope of a linearized curve between 28 and 29.
  • the propeller thrust is applied to the ships inertia, it results that the ships inertia acceleration, for slow movements and below the limitation threshold is proportional to the direct channel input signal 31 which direct channel incorporates items 9, l0 and I1 defined above.
  • Command signal S itself results from the combination, according to the invention, of the signals generated by the various channels identified in FIG. 3 by the arrow lines.
  • Adder 12 makes a sum of these signals.
  • Accelerometer assembly 14 measures the longitudinal vehicle acceleration. It notably incorporates a linear accelerometer 33 mounted on a platform 32 kept horizontal by known means.
  • An advantageous mode of realization shown in FIG. 6, consists of using the inner gimbal ring of a vertical gyro 36. On this same horizontal platform 32 are then also mounted linear accelerometer 34 oriented along axis yy' and angular accelerometer 35 the sensitive axis of which is parallel to axis 22'.
  • this platform cannot be placed in the center of rotation which is also the quiet point" of the ship.
  • a tangential acceleration occurs on the platform.
  • the tangential acceleration projections onto axes xx and yy are detected by accelerometers 33 and 34, respectively.
  • d distance between the accelerometer platform deck and ships center of rotation
  • a mode of compensation for these disturbances consists in arranging two angular accelerometers 39 and 40 measuring the angular accelerations in rolling 0.x and pitching fly, respectively.
  • Integrators 41, 42 and 43 supply from the angular accelerations, angular rates 0,, Q and Q Multipliers 44, 45 and 46 square 0, and Q and the product 9,, (2 respectively.
  • Adders 47, 48 and 49, weighed in proportion to said distance a, supply signals which represent the following terms:
  • the product of the angular rates is small as compared with the angular acceleration.
  • the rolling rate is in quadrature with the rolling angle, likewise the pitching rate is in quadrature with the pitching angle and this pitching angle does not exceed but a few degrees.
  • the spurious accelerations are written as follows:
  • the signals supplied by angular accelerometers 39 and 40 are subtracted by adders 50 and 51 from those from linear accelerometers 33 and 34 with a weighing factor which corresponds to the multiplication by distance d, Qx additionally crossing resolver 37 to be multiplied by cos R.
  • the corrected accelerometer signal is applied to corrector network 15 of the proportional-integral type, then the loop is closed through adder 12.
  • the parameters of network 15 are determined according to the conventional methods of computation for the servo-systems and obviously depend on the ships transfer function.
  • the acceleration channel gain in open loop being G, the known formula giving the acceleration taken by the ships weight under the influence of a disturbing force F p is:
  • the acceleration loop has thus the effect of artificially multiplying the ships inertia by (l G) for small movements and in the band width of the accleration loop, proportionally reducing ships inertia and sensitivity to disturbances.
  • the thrust linearization action by item 11 is completed by the servo-system in order to make the acceleration taken by the vehicle proportional to a command signal applied to the other inputs of adder 12.
  • Position pick-off 17 provides information on the vehicle deviation within the reference system to which this pick-off is related.
  • the measured deviation is compared by adder 18 to a deviation x, set by means of adjustment resistor 19 which constitutes the reference position.
  • Known coordinate converter 20 is used if necessary to obtain the position deviation components in the trihedron related to the ship when the position pick-off reference system in use is different.
  • Corrector network 21 filters out the position error.
  • the possibility of adjusting accelerometer feedback corrector network provides very wide adjustment capability for network 21 which can then be optimized according to the pickoff in service.
  • an advantageous mode of realization for network 21 consists of using a Kalmann filter as recurrent filter.
  • the filtered position error is'applied to adder 12 to close the loop through doublethrow switch 22.
  • the signal generated by accelerometer measuring assembly 14 is also applied to circuit assembly 16 the details of which are shown in FIG. 10.
  • Oscillator 52 generates an AC. signal, a portion of which is injected into adder l2 and the frequency of which is selected close to the acceleration loop cutoff frequency. The modulation resulting from the thrust which is of the order of a few percent of the maximum value is sufficient to cause a ship's movement detectable by the accelerometer without impeding the operation in any manner.
  • the measured acceleration is applied to multipliers 53 and 54 which are also fed with the signal from oscillator 52, directly to one and after a 90 phase-shift for the other. After filtering through low-pass filters 55 and 56, in-phase component u and quadrature component v of the ships movement are obtained, respectively.
  • This mode of detection performs the correlation operation and removes all the signals which are not synchronous with the applied oscillation, notably those due to the swell.
  • a known circuit incorporates resolver 57 (see, e.g., Chpts. 6-11, Pgs. 329ff Korn and Korn Electronic Analog Computers by McGraw-Hill) motor 59 and its servo-amplifier 58 and supplies moduls A V 14 v from components u and v and phase 4) Arc tg (u/v) of the synchronous acceleration.
  • component 25 is a set of pick-offs of known types which measure the speed and direction of the wind, current and swell.
  • the pick-off output signals are applied to the circuit assembly designated by component 26 which simulates physical system 13 (the whole of the surfaces of the superstructures and hull subject to the impact of wind, tide and swell).
  • C C,,,, and C are the aerodynamic coefficients which will have been measured on a model in a wind tunnel. Similar formulae express the effects of current on the immersed part, with the hydrodynamic coefficients determined from testing on a model in a model basin. The swell influence is more complex but the average thrust can be approximated by relations of same form deducted from model basin testing.
  • FIG. 11 shows a construction diagram of assembly 26. This analog simulation enables the anticipation term generation process to be well illustrated but it is obviously not limitative and a digital computation for instance of these terms remains in conformance with the invention.
  • Speed V is squared by multiplier 64 with a scale factor which makes the voltage obtained homogeneous with U2 p S, V,, Resolver 65 driven by an angle ill, multiplies this voltage by cos ill, on the one hand and sin 111,, on the other hand.
  • a dynamic positioning and steering system for a surface or submarine vehicle including a plurality of propellers, said system comprising position pick-off means, and accelerometer means on said vehicle to detect longitudinal, transverse and vertical accelerations as well as angular accelerations of the vehicle and which include wide passband accelerometer feedback means which produce voltages which insure quick positioning and oppose high frequency components of the disturbances, said feedback means performing as a position memory in case of a momentary absence of position data, said accelerometer means thus limiting the position pick-off means action to very low frequencies and continuous components thereby making it possible to optimize pick-off filtering, an external disturbance correction channel including means for wind, swell and current measurements, means for the computation of forces and moments resulting from wind, swell and current, and servo-systems coupled to the latter said means in order to produce equivalent and opposite thrusts.
  • a system according to claim 1 comprising an automatic vehicle response correction means including means for the injection of a predetermined A.C. signal into said servo-systems, means for the correlation at said A.C. signal and the accelerometer means voltages in order to measure the resulting disturbance, and corrector network phase and gain adjustment means for the maintenance of a constant overall response.
  • acceleration means includes response linearization means in series with the voltages for each propeller in addition to the accelerometer feedback means the amplitude response of which is inverse to the thrust response so that the resultant is nearly linear.
  • a system according to claim 1 comprising linear acceleration measuring means including roll and pitch angular acceleration detection means, and means for the computation of spurious terms resulting from vehicle angular movements and subtraction of these terms in order to obtain corrected longitudinal and lateral accelerations.
  • a system according to claim 1 comprising-anticipation channel means including means for wind, current and swell measurements, and means for the computation of resultant disturbance direction and slaving of the ship in rotation so that the ship is headed into this resultant direction, said slaving replacing repetition of a reference heading when the computed total thrust exceeds a given preset value.
  • a system according to claim 1 comprising switching means for removing the position pickoff means and replacing the pick-off means with a manual control which because of the accelerometer feedback means transmits acceleration command signals and permits particularly flexible steering.

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  • Engineering & Computer Science (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Automation & Control Theory (AREA)
  • Navigation (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)
  • Table Devices Or Equipment (AREA)
  • Filling Or Discharging Of Gas Storage Vessels (AREA)
  • Underground Structures, Protecting, Testing And Restoring Foundations (AREA)
  • Feedback Control In General (AREA)
US00290516A 1971-09-21 1972-09-20 Apparatus for automatic dynamic positioning and steering systems Expired - Lifetime US3844242A (en)

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JP (1) JPS4840191A (es)
DE (1) DE2245166C3 (es)
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GB (1) GB1408636A (es)
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Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4089287A (en) * 1975-06-24 1978-05-16 Licentia Patent Verwaltungs-G.M.B.H. Method and apparatus for the automatic positioning of a ship to minimize the influence of external disturbance forces
US4144571A (en) * 1977-03-15 1979-03-13 E-Systems, Inc. Vehicle guidance system
US4769773A (en) * 1985-08-28 1988-09-06 Shell Offshore Inc. Vessel wave heading control apparatus
US5041029A (en) * 1989-02-21 1991-08-20 Kulpa Daniel S Automatic trolling arrangement
US5127352A (en) * 1990-09-10 1992-07-07 Kulpa Daniel S Flasher display sonar depth sounder non-intrusion sensor
WO2000034837A1 (en) * 1998-11-19 2000-06-15 Abb Industri As A method for automatic positioning of a vessel
US6325010B1 (en) * 2000-03-29 2001-12-04 Power Vent Technologies, Inc. Method of vessel propulsion with coordinated bow propulsion
WO2002058989A1 (en) * 2001-01-23 2002-08-01 Abb Industri As A method and a device for controlling the position of an object
US6574532B2 (en) * 2000-06-06 2003-06-03 Eads Deutschland Gmbh Path controller for vehicles whose path is influenced by cross currents and a path control system and associated methods
US6886487B2 (en) * 2000-02-04 2005-05-03 Shell Oil Company Thruster apparatus and method for reducing fluid-induced motions of and stresses within an offshore platform
US20060064211A1 (en) * 2004-06-08 2006-03-23 Marine Cybernetics As Method for testing of a combined dynamic positioning and power management system
US20060111855A1 (en) * 2004-11-19 2006-05-25 Marine Cybernetics As Test method and system for dynamic positioning systems
US8740660B2 (en) 2009-06-24 2014-06-03 Zf Friedrichshafen Ag Pod drive installation and hull configuration for a marine vessel
CN106314743A (zh) * 2016-08-29 2017-01-11 黄正义 一种水上载人板方向操控***
WO2017095235A1 (en) * 2015-11-30 2017-06-08 Cwf Hamilton & Co Ltd Dynamic control configuration system and method
RU198953U1 (ru) * 2020-05-10 2020-08-04 Федеральное государственное бюджетное образовательное учреждение высшего образования «Государственный университет морского и речного флота имени адмирала С.О. Макарова» Устройство определения параметров движения судна
RU199284U1 (ru) * 2020-05-20 2020-08-25 Федеральное государственное бюджетное образовательное учреждение высшего образования "Государственный университет морского и речного флота имени адмирала С.О. Макарова" Устройство определения параметров движения судна

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4025895A (en) * 1975-09-18 1977-05-24 Sante Fe International Corporation Navigation system for maneuvering a structure about a submerged object
RU2525606C1 (ru) * 2013-02-13 2014-08-20 Открытое акционерное общество "Центральный научно-исследовательский институт "Курс" (ОАО "ЦНИИ "Курс") Устройство и способ автоматического управления движением судна по расписанию

Citations (4)

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US3311079A (en) * 1964-07-22 1967-03-28 Inst Francais Du Petrole Steering system for dynamically positioning a vessel
US3318275A (en) * 1965-02-01 1967-05-09 Mcmullen Ass John J Floating platform
US3481299A (en) * 1967-12-01 1969-12-02 Honeywell Inc Control apparatus
US3547381A (en) * 1967-12-29 1970-12-15 Ball Brothers Res Corp Three-axis orientation system

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3311079A (en) * 1964-07-22 1967-03-28 Inst Francais Du Petrole Steering system for dynamically positioning a vessel
US3318275A (en) * 1965-02-01 1967-05-09 Mcmullen Ass John J Floating platform
US3481299A (en) * 1967-12-01 1969-12-02 Honeywell Inc Control apparatus
US3547381A (en) * 1967-12-29 1970-12-15 Ball Brothers Res Corp Three-axis orientation system

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4089287A (en) * 1975-06-24 1978-05-16 Licentia Patent Verwaltungs-G.M.B.H. Method and apparatus for the automatic positioning of a ship to minimize the influence of external disturbance forces
US4144571A (en) * 1977-03-15 1979-03-13 E-Systems, Inc. Vehicle guidance system
US4769773A (en) * 1985-08-28 1988-09-06 Shell Offshore Inc. Vessel wave heading control apparatus
US5041029A (en) * 1989-02-21 1991-08-20 Kulpa Daniel S Automatic trolling arrangement
US5127352A (en) * 1990-09-10 1992-07-07 Kulpa Daniel S Flasher display sonar depth sounder non-intrusion sensor
WO2000034837A1 (en) * 1998-11-19 2000-06-15 Abb Industri As A method for automatic positioning of a vessel
GB2359149A (en) * 1998-11-19 2001-08-15 Abb Ind As A method for automatic positioning of a vessel
US6886487B2 (en) * 2000-02-04 2005-05-03 Shell Oil Company Thruster apparatus and method for reducing fluid-induced motions of and stresses within an offshore platform
US6325010B1 (en) * 2000-03-29 2001-12-04 Power Vent Technologies, Inc. Method of vessel propulsion with coordinated bow propulsion
US6574532B2 (en) * 2000-06-06 2003-06-03 Eads Deutschland Gmbh Path controller for vehicles whose path is influenced by cross currents and a path control system and associated methods
WO2002058989A1 (en) * 2001-01-23 2002-08-01 Abb Industri As A method and a device for controlling the position of an object
US20060064211A1 (en) * 2004-06-08 2006-03-23 Marine Cybernetics As Method for testing of a combined dynamic positioning and power management system
US20060111855A1 (en) * 2004-11-19 2006-05-25 Marine Cybernetics As Test method and system for dynamic positioning systems
US7818103B2 (en) * 2004-11-19 2010-10-19 Marine Cybernetics As Test method and system for dynamic positioning systems
US8740660B2 (en) 2009-06-24 2014-06-03 Zf Friedrichshafen Ag Pod drive installation and hull configuration for a marine vessel
WO2017095235A1 (en) * 2015-11-30 2017-06-08 Cwf Hamilton & Co Ltd Dynamic control configuration system and method
CN106314743A (zh) * 2016-08-29 2017-01-11 黄正义 一种水上载人板方向操控***
RU198953U1 (ru) * 2020-05-10 2020-08-04 Федеральное государственное бюджетное образовательное учреждение высшего образования «Государственный университет морского и речного флота имени адмирала С.О. Макарова» Устройство определения параметров движения судна
RU199284U1 (ru) * 2020-05-20 2020-08-25 Федеральное государственное бюджетное образовательное учреждение высшего образования "Государственный университет морского и речного флота имени адмирала С.О. Макарова" Устройство определения параметров движения судна

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ES406271A1 (es) 1975-10-01
DE2245166A1 (de) 1973-03-29
SE388582B (sv) 1976-10-11
DE2245166C3 (de) 1982-02-04
IT969333B (it) 1974-03-30
GB1408636A (en) 1975-10-01
NO139242B (no) 1978-10-16
NL7212609A (es) 1973-03-23
FR2153689A5 (es) 1973-05-04
DE2245166B2 (de) 1981-05-27
JPS4840191A (es) 1973-06-13

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