JP2906192B2 - Gyro compass - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a gyrocompass suitable for use in a ship operating at high speed.

[0002]

2. Description of the Related Art Conventionally, a gyrocompass is often used for measuring the course of a ship. Here, a gyro compass of Japanese Patent No. 428317 will be described as an example of a gyro compass to which the present invention can be applied with reference to FIG. In the figure, reference numeral A represents the entire gyro compass, 1 is a gyro case, and this gyro case 1
Has a built-in gyro rotor that is rotated at high speed and at a constant speed by an induction motor, and its rotation vector is southward (clockwise as viewed from the north side). Gyro case 1
Has a pair of vertical shafts 2 and 2 ′ projecting up and down, and these vertical shafts 2 and 2 ′ are mounted on ball bearings 4 attached to corresponding positions of a vertical ring 3 arranged outside the gyro case 1. , 4 'are fitted to the inner rings, respectively. A lower end of a suspension line 5 is fixed to the upper vertical shaft 2, and an upper end thereof is attached to a vertical ring 3 via a suspension line mounting base 5 '.

[0003] With the above structure, the weight of the gyro case 1 does not become the thrust load of the ball bearings 4 and 4 'of the vertical shafts 2 and 2', and the suspension line 5 bears all the weight. 4 'can be greatly reduced. To the east and west of the vertical ring 3, a pair of liquid ballasts 6 for applying finger torque to the gyro are mounted.

As shown in FIG. 5, each of the liquid stabilizers 6 is a kind of communicating pipe, and is a pot 6-1 or 6-1 'disposed on the north and south sides of the gyro, and has a high specific gravity to fill the inside thereof. Liquid 6
-2, an air pipe 6-3 that connects the north-south urns 6-1 'and 6-1 upward, and a liquid pipe 6-4 that connects them downward.
Consisting of

[0005] As shown in FIG. 4, on the west side of the gyro case 1, a damping weight 7 for damping the finger north motion is attached. On the east side of the gyro case 1, a primary coil 8-1 of a differential transformer for detecting a deflection angle around the vertical axis 2, 2 'of the gyro case 1 and the vertical ring 3 is provided. Is the secondary coil 8 of the differential transformer.
2 are attached to each other to form a follow-up pickup 8. The vertical ring 3 further has a pair of horizontal axes 9, 9 'protruding outward from an east-west position orthogonal to both the vertical axes 2, 2' and the gyro spin axis.
Numerals 9 'are respectively fitted to inner rings of ball bearings 11 and 11' mounted at corresponding positions of a horizontal ring 10 arranged outside the vertical ring 3. The horizontal ring 10 is further in a horizontal plane,
Further, a pair of gimbal shafts 12, 12 'are provided at positions orthogonal to the horizontal shafts 9, 9'. These gimbal axes 12, 1
2 ′ is a pair of gimbal shaft ball bearings 14, 1 attached to a following ring 13 located outside the horizontal ring 10.
4 '.

As shown in FIG. 4, the follower ring 13 has upper and lower follower shafts 15, 15 ', and these follower shafts 15, 15'.
Is the following shaft ball bearing 1 at the corresponding position
7, 17 'respectively. A compass card 18 is attached to the shaft end of the upper follower shaft 15 and
The azimuth angle of the bow is read by the base line 18B fixed at the corresponding position on the bow side. An azimuth servomotor 19 is attached to a lower portion of the panel device 16, and a rotation axis 19 </ b> A of the azimuth servomotor 19 is coupled to an azimuth gear 21 located below the follower ring 13 via an azimuth pinion 20. In the lower part of the panel 16
An azimuth transmitter 22 is attached, and its rotating shaft 22A is meshed with the azimuth gear 21 via a gear train, converts an azimuth signal into an electric signal, and transmits it to the outside. A portion within the horizontal ring 10, that is, a portion including the horizontal ring 10, the vertical ring 3, the gyro case 1, and the like is usually called a sharp feeling portion. The sharps constitute a heavy physical pendulum below about the gimbal axes 12, 12 'so that the horizontal axes 9, 9' are always kept in a horizontal plane regardless of the hull inclination.

When there is a difference between the azimuth of the gyro case 1 and the azimuth of the vertical ring 3, the following pickup 8 provided between the two detects the difference and converts it into an electric signal. This electric signal is amplified by an external servo amplifier 23 and applied to the azimuth servomotor 19 (azimuth servo system). The rotation of the azimuth servomotor 19 is transmitted to the follower ring 13 through the rotation shaft 19A, the gear train, and the azimuth gear 21, and further transmitted to the vertical ring 3 via the horizontal ring 10, the horizontal shafts 9, 9 ', and the like.
The azimuth deviation between the vertical ring 3 and the gyro case 1 is always kept at zero. Due to the operation of the azimuth servo system, the horizontal axes 9, 9 'and the gyro spin axis always maintain an orthogonal relationship, and the torsional torque of the suspension wire 5 is not applied to the gyro at all. That is, the vertical axes 2 and 2 'having the servo system, the horizontal axes 9 and 9' and the gimbal axes 12 and 1
The gyro case 1 is completely insulated from the angular motion such as the sway of the hull by the action of the three axes 2 ',
Configure the gyroscope. It is the above-mentioned liquid ballast 6 that gives the above-mentioned gyroscope the function of fingering power, that is, the function as a compass.

Next, referring to FIG.
The principle of will be described. FIG. 5 is a diagram illustrating a case in which the north end of the finger of the gyro rises by an angle θ with respect to a horizontal plane.
Considering the case where the ship is stopped, the liquid level of the liquid 6-2 is orthogonal to the direction of the gravitational acceleration g. Therefore, as compared with the case where the inclination is zero, the liquid indicated by the hatched portion in the figure decreases in the northern pot 6-1 and increases in the southern pot 6-1 '. Now, let the distance from the horizontal axis 9, 9 'to the center of both urns 6-1 and 6-1' be r ₁ , and both urns 6-1 and 6
If the cross-sectional area of -1 'is S and the specific gravity of liquid 6-2 is ρ,
The weight of the liquid in the slope is

[0009]

## EQU1 ## S × r ₁ sin θ × ρ × g

## EQU1 ## The weight imbalance occurs in both the north and south urns 6-1 and 6-1 ', and the horizontal axis 9,
Since the moment arm r ₁ from 9 ', after all, a horizontal axis 9 to make the liquid ballast 6 when is inclined by an angle theta,
9 'torque T _H around the approximately

[0011]

[Number 2] T _H = 2Sr ₁ ² gρθ

## EQU1 ## here,

## EQU3 ## 2Sr ₁ ² gρ = K

In the following, K is referred to as a ballast constant.
That is, the liquid ballast 6 acts to apply a torque proportional to the inclination of the gyro spin axis with respect to the horizontal plane around the horizontal axis 9, 9 'of the gyro, whereby the gyro has a finger north force. , Becomes a gyro compass. Incidentally, above, has been considered the case where a ship is stopped, acceleration and deceleration of the ship, when the north-south component of motion acceleration by turning like a alpha _N, torque T generated in the liquid ballast 6 in traveling state _H1 is given by the following equation.

[0014]

(Equation 4)

Meanwhile, the damping weights 7, as shown in FIG. 6, the vertical axis 2,2 r ₂ from 'comprises, and vertical axis 2,2 in a plane perpendicular to the gyro spin axis' (perpendicular direction to the paper surface) Is attached to the gyro case 1 with a distance of. FIG. 6 is a diagram of the gyro case 1 in a state where the north side of the finger rises and is inclined at an angle θ with respect to the horizontal plane, as viewed from the west side. The gravitational acceleration g acts on the damping weight 7 having the mass m, and a force of m × g acts on the damping weight 7 in the vertical direction.
This force is considered by being decomposed into a component mgcos θ parallel to the vertical axes 2 and 2 ′ and a component mgsin θ parallel to the spin axis. Among them, the component parallel to the vertical axis 2, 2 'only acts as a load on the vertical axis ball bearings 4, 4', while the component parallel to the spin axis is at a distance from the vertical axis 2, 2 '. By multiplying r ₂ , it acts on the gyro as torque about the vertical axis 2, 2 ′. If this torque is expressed as Tφ, Tφ is approximately expressed by the following equation.

[0016]

Tφ = μ · θ where μ = mgr ₂

That is, the damping weight 7 is a device for applying a torque proportional to the inclination of the gyro spin axis with respect to the horizontal plane around the vertical axis 2, 2 'of the gyro, thereby attenuating the finger north movement of the compass. Can be. The torque Tφ during navigation is expressed by the following equation in consideration of acceleration caused by the motion of the ship.

[0018]

(Equation 6)

FIG. 7 is a block diagram showing the motion of the spin axis of the gyro compass described above, using the Laplace operator and the transfer function with the azimuth error φ and the inclination angle θ from the true north of the north end of the gyro spin axis as variables. It is something that was expressed. In the figure, g is the gravitational acceleration, R is the radius of the earth, Ω is the rotation angle of the earth, H is the angular momentum of the gyro, λ is the latitude of the point, τ _G is the first-order delay of the movement of the liquid level of the liquid stabilizer 6. time constant, K is ubiquitous constant when approximated as, mu is the damping constant, alpha _N is the acceleration acting on the north-south direction of the gyro case by the movement of the ship, V _N is north-south vessel velocity, S is a Laplace operator It is.

The sum of the gyro inclination angle θ and the value α _N / g obtained by dividing the north-south acceleration α _N by the gravitational acceleration g is determined by the first-order lag transmission element 50 (time constant) of the liquid ballast 6 by the liquid 6-2. τ
_G ) to create a liquid surface gradient.プ レ is multiplied by a value K / H (51) obtained by dividing the finger north constant K by the angular momentum H of the gyro, and the precession angular velocity ξ × K / H about the vertical axis,
Acting on the vertical axis of the gyro case 1 together with the vertical component Ω sinλ of the earth rotation angular velocity Ω (52), azimuth movement about the vertical axis is generated, and an azimuth error φ is generated.
The horizontal component Ω cosλ (5
The product multiplied by 3) is input as an angular velocity input to the gyro element 54 around the horizontal axis of the gyro, and generates a gyro tilt angle θ. The above is the part called the northern loop or the azimuth loop of the gyrocompass, and since there are two poles represented by 1 / S in the loop, the vibration solution is obtained. Θ + α _N / which is obtained by adding α _N / g to the gyro inclination angle θ
angular mu × obtained by dividing the torque mu × around a vertical axis multiplied by a damping constant mu in g of (θ + α _N / g) in the gyro angular momentum _{H (θ + α N / g} ) / H is a north-south velocity V _N of the ship Along with the equivalent angular velocity V _N / R divided by the earth radius R,
The gyro element 54 is input to the gyro element 54 about the horizontal axis, and has a function of reducing the gyro inclination angle θ and attenuating the finger north motion. South velocity V _N, relative to the ubiquitous loop, velocity error φ, which is proportional to sec latitude represented by the following formula
_V is generated as an azimuth error.

[0021]

(Equation 7)

Where AZI is the heading angle or
It is simply an azimuth. Figure 8 shows that the ship goes straight for a long time at 0 °
Gyro compass is the speed error φ at that time _V1Is quiet
Time t₁At 180 degrees,
Later, time t_TwoJai when going straight ahead 180 °
It shows the movement of the gyro, the basic gyro acceleration
The effect can be deduced to the general gyro compass.
Things. Time t₁To t_TwoBy the acceleration between
Resulting azimuth change φ_BIs called the ballistic amount.
This φ_BIs equal to the difference in speed error before and after acceleration
Gyro-compass
Acceleration, which is an important condition called Schuler tuning.
Correct the effect in the form of acceleration error (from this condition gyro
The compass has a long northern cycle of 1 to 1.5 hours). Immediately
Chi

[0023]

[Equation 8] φ _B = φ _V1 −φ _V2

The ballistic amount φ _B is a function of the speed difference, but the speed error difference is also a function of the latitude as shown in the above equation. Is established only at a specific latitude (referred to as reference latitude), and at other latitudes, Δφ ₁ in FIG. 8 (referred to as primary acceleration error)
Error occurs immediately after the turn, and about 1
A maximum error Δφ ₂ (referred to as a secondary acceleration error) occurs after ４ cycle. Thereafter, a process is performed in which a vibration damping motion is performed toward the speed error φ _V2 after turning according to the basic motion characteristics of the gyrocompass.

[0025]

The gyro compass is
An error is caused by the acceleration received by the turning, shifting, etc. of the ship, and the integrated value of the north-south acceleration during the turning, shifting, etc. motion is just equal to the variation of the speed error.
That is, the acceleration error has been suppressed to a practically acceptable level by using the method of tuning the Schuler. However, in recent years, the speed of ships has been increasing, and acceleration errors have become a practical problem in the state close to Schuler tuning as in the past. The gyrocompass's northern fingering cycle varies with the latitude at that point, but Schuler's tuning conditions, as is well known, are strictly speaking if the northing cycle is not always 84.5 minutes. Not satisfied. For this reason, even if the gyro compass reaches another latitude even if the gyro compass is established at a certain latitude, the schiller is out of synchronization, and the deviation and the north-south acceleration generated at the time of the motion such as turning and shifting of the ship, etc. The primary acceleration error is approximately proportional to the product of the quantities. If the speed of the ship is about 10 to 15 knots, a reference latitude is provided somewhere in the range of 50 ° to 55 ° in the conventional manner, and tuning of the Schuler is established there. Somewhere between ゜ and 70 °, the primary error of the acceleration could be suppressed to an acceptable level. However, on high speed vessels such as 20 to 50 knots, this method does not work at all. Also,
Even if a low-speed ship is required to have high accuracy, this method still has insufficient accuracy and causes a problem.

Further, the north-south axis tilt angle is tilted by the north-south acceleration through the vibration suppression loop of the gyrocompass. Because of the amount of tilt due to the north-south acceleration, from the time when the north-south acceleration disappears, about 1 /
Fourth, a secondary acceleration error having a peak value occurs. Since the acceleration secondary error is almost proportional to the square of the speed of the ship, it becomes a serious problem as the speed increases.

Accordingly, the present invention provides a method which corrects Schuler tuning at any latitude and prevents motion acceleration from affecting the north-south axis tilt angle, so that all azimuth errors are corrected as velocity errors, and thus are always corrected. This is to provide a gyro compass that supports the correct orientation.

[0028]

A gyro compass according to the present invention comprises, as shown in FIGS. 1 and 2, for example, a gyro case 1 having a spin axis substantially horizontal, and a gyro case according to the first feature. And a finger for applying a torque proportional to the inclination of the spin axis from the horizontal plane to the gyro case 1 around the horizontal axes 9 and 9 'orthogonal to the spin axis. The north unit and the gyro case 1 apply a torque proportional to the inclination of the spin axis from a horizontal plane to a vertical axis 2 orthogonal to the spin axis.
A gyrocompass having a vibration damping device added around 2 ′, an acceleration error correcting device 100 for inputting the north-south speed V _N ′ of the ship and the latitude λ ′ of its location;
A torquer for inputting a correction signal output from the acceleration error correction device 100 and applying a torque proportional to the correction signal around the vertical axis 2, 2 'of the gyro case 1; At 100, a north-south inclination signal is generated from the north-south speed of the ship, and a signal obtained by differentiating the north-south inclination signal is multiplied by a correction gain η calculated from the latitude of the location of the ship to calculate a correction signal CYS. Is input to the ToruCa so that the finger north device satisfies the Schuler tuning condition for an arbitrary latitude.

According to a second feature of the present invention, in the acceleration error correction device 100, {(1 + η) μ / H} using the correction gain η and the damping constant μ / H of the damping device.
By inputting a signal CLS obtained by multiplying the corrected gain η ′ and the north-south inclination signal to the torquer, the vibration control device is not affected by the speed caused by the motion of the ship. It was made.

[0030]

In the gyro compass, the north-south inclination signal is differentiated using the north-south inclination signal generated by the motion of the ship and the correction gain η based on the latitude of the location of the ship, and is proportional to the signal obtained by multiplying the correction gain η. Input to the torquer applied around the vertical axis of the gyro case to satisfy the Schuler tuning condition at any latitude in the northern loop, and prevent the occurrence of linear acceleration errors caused by ship motion. Can be.

Further, a new correction gain {(1 + η) μ / H} is created by using the correction gain η and the damping constant of the vibration damping device, and a signal obtained by multiplying the new correction gain by the north-south tilt signal is added to the signal. Gyro case vertical axis 2, proportional torque
By inputting to the torquer added around 2 ′, the influence of the motion acceleration is not always generated in the vibration suppression loop, and the occurrence of the secondary acceleration error can be prevented.
Therefore, the acceleration error generated in the gyro compass can be removed, and the azimuth error is only the speed error, so that a gyro compass that transmits an accurate azimuth can be realized.

[0032]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the gyro compass of the present invention will be described below with reference to the drawings. In the figure, portions corresponding to those of the conventional example of FIG. 4 are denoted by the same reference numerals, and redundant description will be omitted. The first point of the present invention different from the conventional example of FIG. 4 is that, in the present example, a torquer 80 is provided.
It is attached to the gyro case 1 from the vertical ring 3 so as to generate torque around the vertical axis 2, 2 '. The second difference is that an acceleration error correction device 100 is provided, a speed signal V 'of a ship from outside and a direction signal AZI transmitted from a direction compass are input, and a correction signal CS calculated by calculation is converted to a torquer 80. This is the point that is output to.

In the following, the action that these occur will be described with reference to FIG. The acceleration error correction device 100 includes an external information processing unit 110, a correction gain unit 120, an azimuth correction amount calculation unit 130, a tilt correction amount calculation unit 140, and an output processing unit 150.
Consisting of The external information processing unit 110 includes the speed signal V ′ sent to the acceleration error correcting device 100 and the azimuth signal AZ.
I, the north-south speed signal V _N ′ and the north-south inclination signal ANS are calculated by the north-south speed calculation unit 111, the differentiator 112 and the coefficient unit 113, respectively, and output.

[0034]

V _N '= V'cos AZI

[0035]

(Equation 10)

[0036]

[Equation 11]

The correction gain section 120 receives the north-south speed signal V _N 'and the latitude initial value λ ₀ set in the acceleration error correction device 100, and obtains a correction gain η for the latitude λ' where the gyrocompass A is installed. To the latitude calculation unit 12
1 and the correction gain calculation unit 122 calculates the following expression and outputs the result.

[0038]

(Equation 12)

[0039]

(Equation 13)

The azimuth correction amount calculation unit 130 receives the north-south inclination signal ANS and the correction gain η, and inputs the azimuth correction signal CY.
S is calculated by the following equation using a differentiator 131 and a multiplier 132 and output;

[0041]

[Equation 14]

The inclination correction amount calculation unit 140 receives the north-south inclination signal ANS and the correction gain η, and inputs the inclination correction signal CLS.
Is calculated and output by the coefficient unit 141, the multiplier 142 and the adder 143 according to the following equation;

[0043]

(Equation 15)

The output processing section 150 receives the azimuth correction signal CYS and the inclination correction signal CLS, and
S is calculated by the following equation using the adder 151 and the coefficient unit 152, and is output;

[0045]

## EQU16 ## CS = CYS + CLS

As described above, in the acceleration error correction device 100, the correction signal CS is calculated and output using the input azimuth signal AZI and speed signal V '. This correction signal CS is converted into a torque through a torquer 80 having a gain K _T , and further, through a coefficient 72 of a reciprocal of the angular momentum H,
It is input to the gyro element 54 around the horizontal axis of the gyro compass.

Next, an operation in which an acceleration error due to a motion acceleration does not occur in an azimuth error will be described below. The north-south tilt amount α _N / g generated by the turning motion of the ship or the like is input as a tilt component about the horizontal axis of the gyrocompass. The azimuth correction signal CYS calculated by the azimuth correction amount calculation unit 130 is converted into a precession angular velocity around the horizontal axis via the output processing unit 150, the torquer 80, and the coefficient 72 of the reciprocal of the angular momentum, The gyro element 54 is input to the gyro element 54 around the horizontal axis, and is integrated by the gyro element 54 to become an equivalent tilt component. At this time, the inclination component Δθ about the horizontal axis is represented by the following equation;

[0048]

[Equation 17]

Here, the integration range is the time during which the motion acceleration is acting, and from the start time t ₁ to the end time t ₂ when turning.

[0050]

The azimuth error Δφ _A generated in the azimuth loop by the above tilt component Δθ is expressed by the following equation;

[0052]

(Equation 18)

Here, V _N represents the north-south speed, and suffix 1,
Reference numeral 2 denotes a start time of turning and an end time of turning. On the other hand, the difference Δφ _{B in} the speed error when the ship makes an acceleration motion such as turning from the north-south speed V _N1 to V _N2 is represented by the following equation;

[0054]

[Equation 19]

[0055]

The tilt component Δθ around the horizontal axis caused by the north-south acceleration is input not only to the azimuth loop but also to the vibration suppression loop. The precession angular velocity about the horizontal axis caused by this tilt component is given by:

[0057]

(Equation 20)

On the other hand, the inclination correction signal CLS calculated by the azimuth correction calculation unit 130 is converted into a precession angular velocity around the horizontal axis via the output processing unit 150, the torquer 80, and the coefficient 72 of the reciprocal of the angular momentum. Is input to the gyro element 54 about the horizontal axis. This compression angular velocity is given by:

[0059]

(Equation 21)

Therefore, the gyro element 54 around the horizontal axis
Since the precession angular velocities of Equations (20) and (21) are added to the input to, as shown in the following equation:

[0061]

## EQU22 ## -γ ₁ + γ ₂ = 0

Is obtained. Thus, the inclination correction signal CLS
However, if the value shown in Expression 15 is taken, the input of the inclination component due to the motion acceleration of the gyro element 54 about the horizontal axis does not always exist, so that no secondary acceleration error occurs.

From the above results, as shown in FIG. 3, after the time t ₂ when the motion acceleration disappears, the acceleration error included in the azimuth error is obtained by correcting the correction signal CYS for correcting the primary acceleration error and the secondary acceleration error. Inclination correction signal C to be corrected
LS is added by the output processing unit 150 and the corrected signal CS multiplied by the coefficient is applied to the gyro compass via the torquer 80 to prevent the correction signal CS from being generated. Therefore, the azimuth error is
There is only a speed error, and this speed error is determined by the heading, speed, and latitude of the point. Since this speed error can be easily corrected by the conventional technique, the description of the correction method is omitted.

In the embodiment of FIGS. 1 and 2, when the north-south speed V _N ′, the north-south acceleration α _N ′, the latitude λ ′ of the location of the ship, and the like are obtained from the external information, these values are used by simple changes. it can. Further, instead of the damping weight 7 (which is called a mechanical vibration damping method), an inclinometer or an accelerometer capable of detecting the inclination of the horizontal axis and an amplifier for amplifying the detected inclination amount are newly attached to the gyro compass. The above-described acceleration error correction device 100 can be applied to an electric vibration damping system that obtains a vibration damping effect by inputting the output of the amplifier to the torquer 80.

Although the embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and various changes can be made without departing from the spirit of the present invention.

[0066]

As described above, according to the present invention,
It has the following various advantages: (a) A gyrocompass can be constructed at any latitude with the influence of the ship's motion acceleration not depending on the heading error. (B) Only the torquer that generates torque around the vertical axis needs to be newly attached to the gyro compass, so that the cost is reduced. (C) Application to an electric damping system including an inclinometer, an amplifier, and a torquer can be realized in exactly the same manner. (D) There is no need to change the static characteristics (characteristics when no motion acceleration is applied) of the existing gyrocompass, so that the technical configuration becomes easy. (E) High-accuracy azimuth transmission can be performed for high-speed ships.

[0067]

[Brief description of the drawings]

FIG. 1 is a perspective view of one embodiment of a gyro compass of the present invention.

FIG. 2 is a block diagram of an acceleration error correction device used for a gyro compass of the present invention.

FIG. 3 is an explanatory diagram used for explaining an error in the embodiment of the present invention.

FIG. 4 is a perspective view of an example of a conventional gyrocompass.

FIG. 5 is a schematic diagram of a liquid ballast.

FIG. 6 is a diagram illustrating the principle of a damping weight.

FIG. 7 is a block diagram showing the movement of a gyrocompass.

FIG. 8 is an explanatory diagram used for describing an error of a gyrocompass.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Gyro case 2, 2 'Vertical axis 3 Vertical ring 8-1, 8-2 Primary and secondary coil of a differential transformer 9, 9' Horizontal axis 10 Horizontal ring 13 Follower ring 22 Direction transmitter 80 Toruca 100 Acceleration Error correction device 110 External information processing unit 120 Correction gain unit 130 Azimuth correction amount calculation unit 140 Tilt correction amount calculation unit 150 Output processing unit A Gyrocompass

──────────────────────────────────────────────────続 き Continuation of the front page (72) Inventor Kazunari Murabayashi Tokimec Co., Ltd. 2-16-46 Minami Kamata, Ota-ku, Tokyo (56) References JP-A-4-178516 (JP, A) JP-A-64-80812 (JP, A) JP-A-63-154914 (JP, A) JP-A-62-169013 (JP, A) JP-A-48-85171 (JP, A) JP, U) (58) Fields investigated (Int. Cl. ⁶ , DB name) G01C 19/00-19/72

Claims (2)

(57) [Claims] A gyro case containing a gyro having a substantially horizontal spin axis; a support device for supporting the gyro case with three degrees of freedom; and an inclination of the spin axis from a horizontal plane to the gyro case. A fingering device that applies a torque proportional to the spin axis around a horizontal axis orthogonal to the spin axis; and a gyro case that applies a torque proportional to the inclination of the spin axis from a horizontal plane around a vertical axis orthogonal to the spin axis. A gyro compass having a vibration damping device to be added to the gyro case, wherein an acceleration error correction device that inputs the north-south speed of the ship and the latitude of the location of the ship is input, and a correction signal from the acceleration error correction device is input to the gyro case. A torquer for applying a torque proportional to the correction signal around a vertical axis; A north-south tilt signal is generated from the north speed, a signal obtained by differentiating the north-south tilt signal is multiplied by a correction gain η calculated from the latitude of the location of the ship to calculate a correction signal CYS. A gyrocompass, wherein the correction signal CYS is input to the ToruCa so that the finger north device satisfies the Schuler tuning condition for an arbitrary latitude. 2. An acceleration error correction device calculates a correction gain {(1 + η) μ / H} using a correction gain η and a vibration suppression constant μ / H of the vibration damping device, and obtains the correction gain ｛(1+
η) Corrected signal CL obtained by multiplying μ / H｝ by the north-south inclination signal
2. The gyro compass according to claim 1, wherein S is obtained, and the correction signal CLS is input to the torquer so that the influence of the motion acceleration is not always generated in the vibration damping device.