Self-propelled Underwater Vehicle Research Articles

Інтеграція керування самохідною прив’язною підводною системою у складі морського технологічного комплексу

The concept of construction and generalized structure of an integrated system of automatic control of self-propelled subsea complex within the mother ship and self-propelled tethered underwater system as the only marine technological complex, which operates in conditions of uncertainty of external disturbances and non-stationarity of its parameters, were developed. The integrated system has five control levels − strategic, tactical, programming, execution and controlling. The execution level consists of five automatic control subsystems, which provide a coordinated operation of actuating stabilization mechanisms of mother ship, cable winches, self-propelled underwater vehicle, underwater manipulator and its clamping unit. The implementation of the integrated ACS (automatic control system) will enable increasing the productivity and performance quality of complex technical underwater work using attached implements, such as remotely-controlled manipulators.

Vortex-enhanced propulsion

It has been previously suggested that the generation of coherent vortical structures in the near-wake of a self-propelled vehicle can improve its propulsive efficiency by manipulating the local pressure field and entrainment kinematics. This paper investigates these unsteady mechanisms analytically and in experiments. A self-propelled underwater vehicle is designed with the capability to operate using either steady-jet propulsion or a pulsed-jet mode that features the roll-up of large-scale vortex rings in the near-wake. The flow field is characterized by using a combination of planar laser-induced fluorescence, laser Doppler velocimetry and digital particle-image velocimetry. These tools enable measurement of vortex dynamics and entrainment during propulsion. The concept of vortex added-mass is used to deduce the local pressure field at the jet exit as a function of the shape and motion of the forming vortex rings. The propulsive efficiency of the vehicle is computed with the aid of towing experiments to quantify hydrodynamic drag. Finally, the overall vehicle efficiency is determined by monitoring the electrical power consumed by the vehicle in steady and unsteady propulsion modes. This measurement identifies conditions under which the power required to create flow unsteadiness is offset by the improved vehicle efficiency. The experiments demonstrate that substantial increases in propulsive efficiency, over 50 % greater than the performance of the steady-jet mode, can be achieved by using vortex formation to manipulate the near-wake properties. At higher vehicle speeds, the enhanced performance is sufficient to offset the energy cost of generating flow unsteadiness. An analytical model explains this enhanced performance in terms of the vortex added-mass and entrainment. The results suggest a potential mechanism to further enhance the performance of existing engineered propulsion systems. In addition, the analytical methods described here can be extended to examine more complex propulsion systems such as those of swimming and flying animals, for whom vortex formation is inevitable.

Four flippers or two? Tetrapodal swimming with an aquatic robot

To understand how to modulate the behavior of underwater swimmers propelled by multiple appendages, we conducted surge maneuver experiments on our biologically-inspired robot, Madeleine. Robot Madeleine is a self-contained, self-propelled underwater vehicle with onboard processor, sensors and power supply. Madeleine's four flippers, oscillating in pitch, can be independently controlled, allowing us to test the impact of flipper phase on performance. We tested eight gaits, four four-flippered and four two-flippered. Gaits were selected to vary the phase, at either 0 or π rad, between flippers on one side, producing a fore–aft interaction, or flippers on opposite sides, producing a port–starboard interaction. During rapid starting, top-speed cruising, and powered stopping, the power draw, linear acceleration and position of Madeleine were measured. Four-flippered gaits produced higher peak start accelerations than two, but did so with added power draw. During cruising, peak speeds did not vary by flipper number, but power consumption was double in four flippers compared to that of two flippers. Cost of transport (J N−1 m−1) was lower for two-flippered gaits and compares favorably with that of aquatic tetrapods. Two four-flippered gaits produce the highest surge scope, a measure of the difference in peak forward and reverse acceleration. Thus four flippers produce superior surge behavior but do so at high cost; two flippers serve well for lost-cost cruising.