Gyrocompass Principle

Prime Meridian(‫)نصف النهارمبدا‬

Prime Meridian
Latitude and Longitude
‫) )عرض جغرافیایی ‪Latitude‬‬
‫)طول جغرافیایی( ‪Longitude‬‬
Celestial Meridian(‫)نصف النهار سماوی‬
Azimuth‫نقطه شمال‬،‫))سمت‬
Altitude – Elevation(‫)ارتفاع‬
Gyroscopic principles
Gyroscope consisting of
a perfectly balanced wheel arranged to spin symmetrically at
high speed about an axis or axle. Therefore:
There are three axes in which the gyroscope is free to move :
the spin axis
the horizontal axis
the vertical axis.
Gyroscopic principles
Gyroscopic principles
Precession (‫)انحراف مسیر‬
Precession is the term used to describe the movement of the axle of a
gyroscope under the influence of an external force.
Precession
Precession
Precession
Precession
Tilt and Drift

Drift is the movement of the spin axis in the direction of

azimuth.
Tilt is elevation or depression of the spin axis above or
below the horizon.
At poles
1. With gyro spin axis settled parallel to earth’s surface:
Gyro drifts at the rate of
15°/h (360°in 24 hours) & No tilt.

Drift=(15°/h) sin (latitude)

2. With spin axis settled vertical to the earth’s surface:

There will be no apparent movement of gyro spin axis
(no drift & no tilt).
On Equator
1. With spin axis parallel to earth and at E-W direction:
There will be maximum tilt
(15°/h) & no drift.

Tilt =(15°/h)Cos(latitude)

2. With spin axis in N-S direction pointing the pole star:

There will be no tilt and no drift.
The rate of tilt motion is given as:

Tilt = 15° Cos (latitude) (degrees per hour)

is the hourly rate of the earth’s rotation.

The azimuth drift is:

Drift =15° Sin (latitude) (degrees per hour)

Remarks
Note 1: Drift in northern hemisphere is always Eastward
and Drift in southern hemisphere is
always Westward.

Note 2: If spin axis points east of the meridian the rate of

tilt is upwards and if it points west of meridian rate of tilt
is downwards.
Drift in N-S Hemisphere
 Drift in N-S Hemisphere
Meridian

W E

N _ Hemisphere
Equator

S _ Hemisphere
Apparent movement of Free Gyro axis due to earth rotation
Effect of Earth Rotation
Gyro axis movement at different locations on the earth
Conversion of free gyro to gyro compass

A free gyro will trace out a circular path centered on the pole.
To convert into a compass we must make it able to :

1- Make it North seeking (Gravity control)

2- Make it settle in or near the meridian. (Damping)

The first task is done by Gravity control, named Gravity

controlled gyro and the second task is done by Damping .
Control Forces
1. Top Heavy Control Force ( SPERRY)
Top Heavy Control Force ( SPERRY)
When spin axis is parallel to the earth’s surface then Gw and gR are in
one direction and no force is applied to rotor south end or north end.
If the gyro spin axis tilts up, then Gw and gR are no more in one line.
A force is applied to the south end of axis.
The precession of north end of axis will be towards the paper.
(Westwards)
Weight causes the gyro to precess in a way that N-end precession to
West when above horizon and to the East when below the Horizon.

All TOP Heavy gyros must rotate Anti- clockwise (ACW) when
viewed from South.
Control Forces
2. Bottom Heavy Control Force ( ANSCHUTZ)
Bottom Heavy Control Force ( ANSCHUTZ)
When spin axis is parallel to earth’s surface, then G w and gR are in
one line, no force is exerted to spin axis.
If the gyro tilts up, then Gw and gR are no more in one line.
As seen it is like a force is applied to north end of gyro axle.
The precession will be inside the paper. (Westwards)
Weight causes the gyro to precess in a way that N-end
precession to West when above horizon and to the East when
below the Horizon.
All Bottom Heavy gyros must rotate clockwise (CW) when
viewed from South.
Precession (Pc) :
Rate of precession varies as applied torque, and torque depends on the
angle of tilt above or below Horizon .
Direction : Westward above Horizon, and Eastward below Horizon
Amount : distance to horizon, Zero at Horizon
( Precession Angle of Tilt )
 Meridian

West East

Horizon

Precession for Sperry and Anschutz Gyro when tilt up from horizon or tilt down from horizon
Summary:

Rate of Drift = Sin(.Lat)

Rate of Tilt = Cos(.Lat)

Effect of Weights on the Gyroscope
Behavior of the gravity-controlled gyro (undamped)
Behavior of the gravity-controlled gyro (undamped)
Behavior of the gravity-controlled gyro (undamped)
Behavior of the gravity-controlled gyro (undamped)
 The Effect of the Control Precession on the Free Gyro
• In summary we may say that with either a top heavy or a bottom heavy gyro,
the precession of a control weight causes the spin axis to precess north end
to the westwards when that end is tilted above the horizontal, and north end
to the eastwards when that end is tilted below the horizontal.
• The gyro is no longer a free gyro but is controlled. In order to look at the
effect of the control precession consider a controlled gyro with the spin axis
horizontal and with one end pointing to the east of north. This end will be
referred to as the north end. The following account is illustrated in figure
1.23, which traces the path of the projection of the north end of the spin axis
onto the northern horizon. We have seen that the projection of the north end
of the axis of a free gyro will be a circle around the pole, in the manner of a
star. Figure 1.23 shows the elliptical path traced out by the controlled gyro
commencing at A. The figure is drawn for an intermediate north latitude.
• The horizontal spin axis is initially pointing to the horizon at A.
The Effect of the Control Precession on the Free Gyro
The Effect of Latitude on the Controlled Ellipse
The Effect of Latitude on the Controlled Ellipse
Top heavy control using Liquid Ballistic Method

An improvement is to use a LIQUID BALLASTIC to give a

form of gravity as shown in next page.
(Used in Sperry-Top Heavy)

Liquid flows between the north and south ends of the rotor
under the influence of gravity, when the gyro has an angle
of tilt.
Sperry-Top Heavy
Sperry-Top Heavy
Sperry-Top Heavy
BOTTOM HEAVY WEIGHT EFFECT:
Sensitive Element (Anschutz)

The sensitive element consists of two rotors within an enclosed

sphere called a gyrosphere.

As the gyrosphere is freely supported in a liquid with no

mechanical connection, it is able to rotate in any direction of its
three degrees of freedom.

The bottom of the sphere is made heavier than the top.

Damping
In order to make a gyro settle and point to a fixed direction
on earth and not space, it is necessary to impose a further
precession which will damp out the gravity controlled
elliptical path traced by spin axis, i.e. making the gyro
North Settling instead of North Seeking.
Each diagram represents the apparent movement of the
north end of the gyro axle on a vertical backcloth.
Damping
Damping
• There are two methods of damping:

1. Damping in tilt
In this method a force is applied in the horizontal plane
(a torque to the vertical axis)

Which results in a precession in the vertical plane,

reducing the tilt.
This is the method used in the Sperry .
Damping
2. Damping in azimuth
In this method a precession is developed which assists the
movement in the (azimuth plane)
when the axis moves towards the meridian, and opposes the
movement when the spin axis moves away from the meridian. This
method produces a torque about horizontal axis to achieve
a damping precession in Azimuth.
This method is used in Anschutz.
Damping
1. Damping in tilt
In this method a force is applied in the horizontal plane
(a torque to the vertical axis)

Which results in a precession in the vertical plane,

reducing the tilt.
This is the method used in the Sperry .
Damping in Tilt
Effect of damping in tilt on the ellipse
Applying damping in tilt

Damping in tilt is achieved in the Sperry MK 20 gyro compass by adding a

small weight (17 gr) on the top of the rotor case.
The weight is offset to the west of the vertical axis.
Damping in Tilt
this method of damping, the damping precession Pd opposes
the movement of the spin axis.
when the spin axis is moving away from the horizon and assists
it when moving towards the horizon.
A torque about the vertical axis causes damping precession in
tilt, i.e. up or down.
Damping precession depends on the angle of tilt, greater the
tilt, the greater the damping precession.
A curve showing error to the east and tilt caused by latitude on a settled gyrocompass.
X is the angle away from the meridian and Y is the angle with the horizon (tilt). (Reproduced courtesy of Sperry Ltd.)
• Damping Error ( Latitude Error)
 Damping
2. Damping in azimuth
In this method a precession is developed which assists the
movement in the (azimuth plane)
when the axis moves towards the meridian, and opposes the
movement when the spin axis moves away from the meridian. This
method produces a torque about horizontal axis to achieve
a damping precession in Azimuth.
This method is used in Anschutz.
 Applying damping in azimuth
• Within the upper part of the gyrosphere an annular damping vessel is fixed
which contains high viscosity oil (Liquid Ballistic).
• The damping vessel is divided into sections by partitions.
• Small bore pipes in the bottom of partitions allow oil to pass from one
section to another.
• When gyro tilts, oil in the damping troughs starts to move to the lower side
end.
• The presence of restriction and the small bore pipe is to Retard the flow of
the oil causing it to be 90o out of phase with the actual tilting movement of
the gyro axle.
• This is giving the required precession towards the meridian.
Applying damping in azimuth
Applying damping in azimuth
Damping in azimuth
Damping in azimuth
Effect of Weights on the Gyroscope
Applying damping in azimuth
Applying damping in azimuth
Applying damping in azimuth
Applying damping in azimuth
Applying damping in azimuth
Applying damping in azimuth
Effect of Weights on the Gyroscope
Gyro Compass Error
• Static Error
1) Alignment Error
2) Transmission Error
• Dynamic Error(Variable Error)
1)Damping Error or Latitude Error (Sperry)
2) Latitude, Course, Speed Error
3) Ballistic deflection Error
4) Rolling Error (Sperry)
Gyro Compass errors(Static errors )
• 1. Alignment error
• An alignment error can be:
• An error existing between the indicated heading and the
vessel’s lubber line.
• An error existing between the indicated lubber line and the
fore and aft line of the vessel.
• Both of these errors can be accurately eliminated by critically
aligning the compass with the ship’s lubber line at installation.
Lubber Line
Gyro Compass errors(Static errors )
• 2. Transmission error
• An error existing between the indicated heading on the
master compass and the heading
• produced by any remote repeater is a transmission error.
Transmission errors are kept to a minimum by the use of
multispeed pulse transmission.
Gyro Compass errors
Variable errors (Dynamic errors)
• 1) Damping Error ( Latitude Error)
Gyro Compass errors
Variable errors (Dynamic errors)
• Gyros damped in tilt do not settle quite in the meridian ( except in
equator).
• In the northern hemisphere, an angle of tilt must exist to provide the
control precession to cancel the drift.
• This angle of tilt produces a damping precession which must be
controlled by the movement of the tilt.
• For this movement of tilt to exist, the gyro spin axis must be pointing
east of the meridian.
Gyro Compass errors
Variable errors (Dynamic errors)
• Therefore in the northern hemisphere the spin axis settles with an
angle of tilt upwards and pointing slightly to the east of the meridian.
The small amount the gyro axis settles out of the meridian called
“Damping Error” or “Latitude Error”.

• In the southern hemisphere the gyro will settle with an angle of tilt
downwards and pointing the west of the meridian.

• On the equator there will be no error.

“Damping Error” or “Latitude Error”
Gyro Compass errors
Variable errors (Dynamic errors)
• The magnitude of damping error is a function of latitude.
• This is because as the latitude increases, so does the value of the drift
(Drift= Sin Lat ).
• Therefore a greater control precession is required to balance the drift.
To obtain a greater control precession a larger angle of tilt is required
which in turn will give a bigger damping precession.
• To balance this damping precession the axle must move further the out
of the meridian to produce a bigger rate of tilting, hence the damping
error increases.
 Gyro Compass errors
Variable errors (Dynamic errors)
• It can be shown that: Sin (Damping error) tan (Latitude)
• For small angle of damping error: Damping error ≈ tan (Latitude)

• The error can be large in high latitudes.

• Typical values are 1.5 degrees at Lat:45° (north or south) and over
- 5 degrees at Lat:75° (north or south).
Gyro Compass errors
Variable errors (Dynamic errors)
• How to compensate the damping error?
• The damping error in gyro compasses which utilize damping in tilt is
to be removed. (Like Sperry gyro compasses)

• 1. First method is by a mechanical means in which the latitude is set.

The whole phantom ring turns according to the set latitude therefore
the compass card turns to eliminate the damping error.
Gyro Compass errors
Variable errors (Dynamic errors)
• 2. By using a torque motor which produces a precession to cancel
the drift at settling point and hence causing the spin axis to point
north. This is the same motor used for correcting the speed error.

• 3. In digital gyro compasses, this error are simply corrected by

feeding (inputting) the latitude to the microcomputer unit.
 Gyro Compass errors
Variable errors (Dynamic errors)

Earth’s Linear Speed

• At the equator the earth’s linear speed of rotation is
about 900 knots and rotation from west to east causes
a fixed point to effectively move at
900 × cos (latitude) knots in an easterly direction.
 Gyro Compass errors
Variable errors (Dynamic errors)
• LCS (Latitude, course, speed) error (or steaming error)
 Gyro Compass errors
Variable errors (Dynamic errors)
 Gyro Compass errors
Variable errors (Dynamic errors)
 Gyro Compass errors
Variable errors (Dynamic errors)
 Gyro Compass errors
Variable errors (Dynamic errors)
 Gyro Compass errors
Variable errors (Dynamic errors)
 Gyro Compass errors
Variable errors (Dynamic errors)
 Gyro Compass errors
Variable errors (Dynamic errors)
• Compensation of LCS errors
• 1. Leave uncompensated (like Anschutz), Find the error either by
tables provided by manufacturer and apply it to the bearing (Or
determine by its formula).
• 2. In Sperry MK 20 gyro compasses, a torque motor is employed to
provide sufficient precession to counteract V cos and hence eliminates
the error. This motor is the same motor used to eliminate damping
error.
• 3. In digital gyro compasses, this error are simply corrected by feeding
(inputting) the latitude, speed and course to the microcomputer unit.
 Gyro Compass errors
Variable errors (Dynamic errors)
• - Change in course and speed error
• If course and speed errors are not eliminated (Anschutz
gyro), then if the vessel changes its
• course or speed, or both, the gyro axle moves to a new
direction.
• Suppose the vessel has increased the speed in a northerly
course. (Initial speed is V1 and increased speed is V2):
 Gyro Compass errors
Variable errors (Dynamic errors)
 Gyro Compass errors
Variable errors (Dynamic errors)
The gyro axle does not move directly to its new position. But it traces out a small
damped spiral before it finally settles, meaning that during alterations (and just after)
the gyro is unsteady and not accurate
 Gyro Compass errors
Variable errors (Dynamic errors)
• - Ballistic deflection error
• When a vessel alters her course and / or speed, the gyro will be subjected
to horizontal acceleration. These accelerations act on the gravity control
element producing top or bottom heavy effect which causes the gyro to
precess. Suppose the vessel has accelerated (increased speed) in a
northerly course. This will cause the increase of westerly error due to
speed increase. But at the same time due to ballistic deflection the gyro
becomes south heavy producing a force on spin axis which will makes
the gyro processing further west. Fortunately this is the same direction as
change of course and speed error.
 Gyro Compass errors
Variable errors (Dynamic errors)
• If the magnitude of ballistic deflection is made equal to the change of
course and speed error, then the gyro is pushed instantaneously into its
new position and it does not make spiral. The gyro is not wondering and is
nearly steady during alterations of course and speed.
• This is achieved by making the undamped period 84.5 minutes in
Anschutz.
• In Sperry gyro compasses where the speed error is compensated, then the
ballistic deflection causes the gyro to wonder during alterations. This is
minimized by making the undamped period about 120 minutes.
 Gyro Compass errors
Variable errors (Dynamic errors)
• Rolling error
• The gyrocompass is made to settle on the meridian under the influence
of weights. Thus it will also be caused to shift due to other forces
acting upon those weights. When a vessel rolls, the compass is swung
like a pendulum causing a twisting motion that tends to move the
plane of the sensitive element towards the plane of the swing. For a
simple explanation of the error consider the surge of mercury caused
in both the north and south reservoirs by a vessel rolling.
• If the ship is steaming due north or south, no redistribution of mercury
occurs due to roll and there will be no error
 Gyro Compass errors
Variable errors (Dynamic errors)
But with a ship steaming due east or
west, maximum lateral acceleration
occurs in the
north/south direction causing
precession of the compass.
However, rolls to port and starboard
are equal, producing equivalent
easterly and westerly precession.
The resulting mean-error is
therefore zero, as illustrated
Sperry-Top Heavy
 Gyro Compass errors
Variable errors (Dynamic errors)
 Gyro Compass errors
Variable errors (Dynamic errors)
If the ship is on an inter cardinal course the force exerted by the mercury (or pendulum)
must be resolved into north/south and east/west components (see Figure below).
 Gyro Compass errors
Maneuvering (ballistic) error
• This error occurs whenever the ship is subject to rapid changes of
speed or heading. Because of its pendulous nature, the compass
gravity control moves away from the center of gravity whenever the
vessel changes speed or alters course.
Azimuth follow-up system

• The system shown in Figure 8.25 enables the phantom ring to follow
any movement of the vertical ring. The unit senses the displacement
signal produced by misalignment of the two rings, and amplifies the
small signal to a power level of sufficient amplitude to drive the
azimuth servo rotor. Movement of the azimuth servo rotor causes
rotation, by direct coupling, of the phantom ring assembly in the
required direction to keep the two rings aligned.
• The sensing element of the follow-up system is a transformer with an
‘E’-shaped laminated core and a single primary winding supplied with
a.c., and two secondary windings connected as shown in Figure 8.25.
With the ‘E’-shaped primary core in its central position, the phase of
the e.m.f.s induced in the two secondaries is such that they will cancel,
and the total voltage produced across R1 is the supply voltage only.
Azimuth follow-up system

• This is the stable condition during which no rotation of the azimuth servo
rotor occurs. If there is misalignment in any direction between the phantom
and the vertical rings, the two e.m.f.s induced in the two secondaries will be
unbalanced, and the voltage across R1 will increase or decrease accordingly.

• This error signal is pre-amplified and used to drive a complementary

push/pull power amplifier producing the necessary signal level to cause the
azimuth servo to rotate in the required direction to re-align the rings and
thus cancel the error signal. Negative feedback from T2 secondary to the
preamplifier ensures stable operation of the system.
flux gate systems
• There are currently two main systems of flux gates used in a repeating
compass. The simplest of these uses a flux gate in conjunction with an
ordinary magnetic compass as shown in Figure 8.50.
• The flux gate is mounted on a rotating platform below the compass card
of a standard marine magnetic compass and uses the north-seeking
property of a permanent magnet.
• The core elements of the flux gate will therefore come under the
influence of the permanent magnetic field produced by the compass
pointer. As previously shown, the magnetization will have maximum
effect when the flux gate and the compass magnet are parallel and zero
effect when they are at 90° to each other.
flux gate systems
• This point is referred to as the NULL point. The resultant output voltage from
the secondary winding of the flux gate varies as the cosine of the angle
between magnet and flux gate. Output from the flux gate secondary winding is
amplified and its frequency divided by two before being applied to the control
winding of a servomotor. This servo, which is mechanically coupled to the flux
gate platform, drives the whole assembly towards a null point.
• Assuming the flux gate and magnet are not at 90° to each other, an output
from the flux gate secondary is produced which, after processing, is fed to the
control winding of the servomotor. The reference winding supply is taken
directly from the low frequency oscillator. This ensures that correct phasing of
the servomotor is achieved and that the flux gate will always be driven
towards the correct null point. When the null point is reached, the servo
amplifier input falls to zero causing the servo to stop. The flux gate is therefore
always kept in correct alignment with the compass magnet.
Dual axis magnetometer magnetic compass
Regulation 19
Carriage requirements for shipborne navigational systems and equipment

1 a gyro compass, or other means, to determine and display their heading by shipborne nonmagnetic means, being
clearly readable by the helmsman at the main steering position. These means
shall also transmit heading information for input to the equipment referred in paragraphs 2.3.2, 2.4 and
2.5.5;

2.5 All ships of 500 gross tonnage and upwards shall, in addition to meeting the requirements of
paragraph 2.3 with the exception of paragraphs 2.3.3 and 2.3.5, and the requirements of paragraph 2.4, have:
.1 a gyro compass, or other means, to determine and display their heading by shipborne nonmagnetic means, being
clearly readable by the helmsman at the main steering position. These means
shall also transmit heading information for input to the equipment referred in paragraphs 2.3.2, 2.4 and
2.5.5;
.2 a gyro compass heading repeater, or other means, to supply heading information visually at the
emergency steering position if provided
.3 a gyro compass bearing repeater, or other means, to take bearings, over an arc of the horizon
of 360º, using the gyro compass or other means referred to in subparagraph .1. However ships less
than 1,600 gross tonnage shall be fitted with such means as far as possible;
Recommendation on Performance Standards for gyro-compasses (resolution A.424(XI)
A south elevation sectional view of a
Sperry master compass . Key:
1. Stepper transmitter;
2. Support ball bearings; 3. Ballistic pots;
[Link] (encased); [Link] case;
6. Damping weight;
7. Suspension wire; 8. Cover;
[Link] card; [Link] rings;
11. Main support frame;
12. Phantom ring support assembly
(cutaway); 13. Follow-up primary
transformer; 14. Follow-up secondary
transformer; 15. Follow-up amplifier;
16. Latitude corrector;
17. Spring/shock absorber assembly
FIBER OPTIC GYRO ( FOG)
• The Sagnac Effect
• In a circular light path with the radius R, a light wave enters the ring
at P (figure 1). Here, the light wave is split into two waves which
travel in opposite directions, clockwise, counterclockwise, through the
ring. Since the light path is assumed as being ideal, it is therefore
identical for both light waves traveling in opposite directions.
Consequently both light waves will arrive back at the point of entry P
simultaneously.
• Here the waves rejoin and leave the ring.
FIBER OPTIC GYRO ( FOG)
FIBER OPTIC GYRO ( FOG)
• The transit time of each wave through the ring can be measured with a
very sensitive detector. What happens when the light-path rotates when
the light waves are traveling through the ring?
• Assume that the light-path rotates clockwise. The entry and exit point
P will move towards the wave traveling counterclockwise and away
from the clockwise wave.
• One wave will travel over a longer distance to reach the exit point P,
the other wave over a shorter distance.
FIBER OPTIC GYRO ( FOG)
• The light-path with a radius of R has a circumference of L = 2π R.
• The transit time for the path L is: T = L/c where c is the speed of light.
• During the transit time T the light-path rotates at a rate of Ώ and
through an angle Φ = ΏT. The shortening of one light path (figure 2)
can be calculated with I = R Φ as: L- = L - I The increase in the other
light path is: L+ = L + I
• The total difference in path length is: ΔL = L+ - L- = 2I = 2 R Φ
• If the difference is divided by the wave length of the light wave, the
difference in units of wave length is obtained. ΔL /λ
FIBER OPTIC GYRO ( FOG)
FIBER OPTIC GYRO ( FOG)
• Considering that a wave length λ is equivalent to a phase angle of 2π,
the path difference can be expressed as a phase shift between the two
light waves: Φs = 2πΔL /λ
• This phase shift is also called Sagnac phase. To sum up: the rotation of
two light waves traveling in opposite directions results in a phase shift.
• If the aforementioned relationships are combined, they result in the
following equation for the link between Sagnac phase and rotation rate:
FIBER OPTIC GYRO ( FOG)
• The factor in front of the rotation rate Ω is called scale
factor.
• It specifies with which sensitivity the interferometer convets
rate of rotation into phase shift.
• The equation also shows that this sensitivity is dependent on
the geometric data of the fiber coil.
• Sensitivity increases with the coil diameter and the length of
the optical fiber.
FIBER OPTIC GYRO ( FOG)
FIBER OPTIC GYRO ( FOG)
FIBER OPTIC GYRO ( FOG)
FIBER OPTIC GYRO ( FOG)
FIBER OPTIC GYRO ( FOG)
FIBER OPTIC GYRO ( FOG)
FIBER OPTIC GYRO ( FOG)
• The Fiber-Optic Gyrocompass is the first solid-state, fully electronic
digital gyrocompass system for marine application in strapdown
technology designed for integrated bridges and advanced high speed
vessels.
• The fundamental principle of the fiber-optic gyrocompass is the
invariance of the speed of light and the so-called Sagnac effect.
• Here, a fiber-optic coil is used as a very sensitive rate sensor which is
capable of :
measuring the speed of rotation of the earth.
A combination of three such fiber-optic coils (gyroscopes) and two
electronic level sensors is able to determine the direction of true north.
FIBER OPTIC GYRO ( FOG)
FIBER OPTIC GYRO ( FOG)
• From the three rate of turn signals and the information from the
electronic level sensors a complex Kalman filter computes the direction
of the rotation of the earth from which geographical north is derived.
• Designed in strapdown technology, the fiber-optic gyrocompass is
attached directly to the vessel, eliminating the use of a gimbal system.
• This arrangement supplies heading information and also roll, pitch and
rate of turn about all three axes.

The fiber-optic gyrocompass can also be used as a sensor for stabilizer

systems not only on merchant marine vessels but also on hydrofoils and
catamarans. The extremely short settling time of only 30 minutes will be
of great advantage for fast ferries.
FIBER OPTIC GYRO ( FOG)
• The fiber-optic gyrocompass is a complete solid-state design with no
rotating or other moving parts. It has very high reliability and no
maintenance requirements during its service life.
In addition to the sensor unit, a basic FOG system comprises a control
and display unit, and an interface and power supply unit.
• Analogue and digital display units and other peripheral equipment are
supplied with output data through serial interfaces.
• It is also possible to add to the system a second gyrocompass (of the
conventional type as a back-up for example) and a transmitting
magnetic compass system (Flux gate).
FIBER OPTIC GYRO ( FOG)
 FIBER OPTIC GYRO ( FOG)
Fiber optic Gyroscope
• The FOG is consist of:
1) Light Source
2) Detector
3) Coupler
4) Optic Fiber
5) Fiber coil
6) Beam Splitter
7) Phase Modulator
FIBER OPTIC GYRO ( FOG)
• Light Source
FIBER OPTIC GYRO ( FOG)
• Optical Fiber
FIBER OPTIC GYRO ( FOG)
FIBER OPTIC GYRO ( FOG)
• Fiber Coil
FIBER OPTIC GYRO ( FOG)
• Beam Splitter
FIBER OPTIC GYRO ( FOG)
FIBER OPTIC GYRO ( FOG)
• Coupler
FIBER OPTIC GYRO ( FOG)
FIBER OPTIC GYRO ( FOG)
FIBER OPTIC GYRO ( FOG)
FIBER OPTIC GYRO ( FOG)
FIBER OPTIC GYRO ( FOG)
FIBER OPTIC GYRO ( FOG)
With thanks for your
attention