Descripcion de Un Vehiculo Operado Remotamente (ROV)

Ocean Engineering 28 (2000) 143
Development of an ROV operated both as

towed and self-propulsive vehicle
Masahiko Nakamura
a,*
, Hiroyuki Kajiwara
b
, Wataru
Koterayama
a
a
Kyushu University 87, Kasuga 816-8580, Japan
b
Kyushu University, Hakozaki, Higashi-ku, Fukuoka 812-8581, Japan
Received 4 June 1999; accepted 11 August 1999
Abstract
A remote-operated vehicle (ROV) developed for investigations of the sea bottom over a
wide area can be operated as both a towed and a self-propulsive vehicle. Called DELTA, the
shape is similar to that of a delta-wing aircraft. The vehicle has two propellers and weight
shift apparatus as actuators. The paper describes the design of the control system for the
vehicle. Non-linear motion equations of the towing cable and DELTA are discussed, followed
by a description of the LQI control system and robust control based on H
control. Depth
control performance was improved by the robust controller. Some successful experimental
results are shown. 2000 Elsevier Science Ltd. All rights reserved.
Keywords: ROV; Self-propulsive vehicle; Towed vehicle; LQI control; Robust control; H
control and
gain-scheduled control
1. Introduction
Many remote-operated vehicles (ROV) have been developed for the maintenance
and inspection of ocean structures; most of them in practical use are self-propulsive
with an umbilical cable. To avoid the effects of noise force from the cable a free-
swimming vehicle would be ideal, but most are tethered so that electical power can
be supplied and control signals and data obtained can be transmitted. A self-propul-
sive ROV can be guided to a target more accurately than a towed one; consequently,
a tethered self-propulsive vehicle is usually used to inspect and maintain ocean struc-
* Corresponding author. Fax: +81-92-583-7754.
0029-8018/00/$ - see front matter 2000 Elsevier Science Ltd. All rights reserved.
PII: S0029- 8018( 99) 00058- X
2 M. Nakamura et al. / Ocean Engineering 28 (2000) 143
Nomenclature
A
ii
added mass and added moment of inertia of DELTA
A
tj
, A
nj
tangential and normal added mass of jth segment (lumped mass
model)
a
t
, b
t
, c
t
, d
t
coefcients obtained from thruster performance test
dm mass of weight
F
xj
, F
yj
, F
zj
force of jth segment (lumped mass model)
f
dkj
drag force on jth segment in the k-direction (lumped mass model)
g gravity acceleration
I
xx
, I
yy
, I
zz
moment of inertia of DELTA
I
yy
, I
zz
moment of inertia of DELTA without weight
J
xz
product of inertia of DELTA
K
v
, M
w
, N
v
, N
vv
, X
uu
, X
v
, X
ww
, Y
v
, Y
vv
, Z
w
hydrodynamic coefcients of
DELTA with respect to velocity
K
p
, K
r
, M
q
, N
r
, Y
p
, Y
r
, Y
rr
, Z
q
hydrodynamic coefcients of DELTA with
respect to angular velocity
l
pthx
, l
pthy
position of point of application of vertical force due to thruster
(see Fig. 6)
l
z
position of point of application of drag force of DELTA
M
j
mass of jth segment
m mass of DELTA
m
ikj
coupling mass of jth segment
(O, X, Y, Z) space-xed coordinate system
(o, x, y, z) moving coordinate system
p, q, r angular velocity (see Fig. 6)
T
dm
time constant of weight-shifting mechanism
u, v, w translational velocity (see Fig. 6)
V
dm
input voltage to weight-shifting controller
V
L
input voltage to left thruster controller
V
R
input voltage to right thruster controller
X
T
, Y
T
, Z
T
towing tension in the x-, y- and z-directions
X
uuk
drag coefcient of cable
(x
B
, 0, z
B
) position of center of buoyancy of DELTA
(x
dm
, 0, 0) position of weight
(x
G
, 0, z
G
) position of center of gravity of DELTA
(x
G
, 0, z
G
) position of center of gravity of DELTA without weight
(x
T
, 0, z
T
) position of towing point (see Fig. 6)
(x
th
, y
th
, z
th
) position of thruster (see Fig. 6)
d
j
weight of jth segment in water (lumped mass model)
f, q, y Eulerian angles
r water density
volume of DELTA
tures. In searches for a submerged aircraft or ship or to survey mineral resources,
efciency over a wide area is important, however, and a towed vehicle is again
benecial from the viewpoint of its mobility and the convenience of operating it
from a mother ship. Once the target is discovered, the position control function of
a free-swimming vehicle is required for detailed research and photography. An ROV
that can be operated as both a towed and a free-swimming vehicle would be most
advantageous.
This paper describes the control system design of an ROV operable as both a
towed and a self-propulsive vehicle: DELTA. At the beginning of this research, an
LQI (linear quadratic with integral) controller was designed. Modern control system
theory supports the use of analysis and synthesis tools to handle multivariable control
problems, and use of LQI control has been particularly successfully. The experi-
mental results obtained by the LQI controller were accurate around the near equilib-
rium point although the performance was reduced at the far eld. In the self-propul-
sive mode, the reason for the reduced performance is that the hydrodynamic
coefcients of DELTA have uncertainties caused by experimental error, and the
values change with the speed of the vehicle. In the towing mode, the reason is that
the towing tension changes drastically with the depth of the vehicle, which means
that the dynamics changes from that of the equilibrium point. We therefore need
robust control to upgrade the controllers performance. Robust control means that
the stability and performance of the control system are maintained under model
uncertainties. Four-vertex linearized models are introduced based on a sensitive
analysis of hydrodynamic coefcients. The problem is formulated in the framework
of LMI (linear matrix inequality)-based design of an H
control law with pole-region

constraint. We solved the problem using the LMI Control Toolbox on Matlab. Some
successful experimental results and simulated ones were obtained.
2. Outline of DELTA
DELTA is a prototype designed to serve the two functions of a towed and self-
propulsive vehicle. For fundamental studies an actual design under realistic con-
ditions was needed, and DELTA was therefore designed realistically in every way
except that the maximum operating depth was relatively shallow; a sea bottom depth
of 50 m was used in the tests.
A picture and a schematic view of DELTA are shown in Figs. 1 and 2. The vehicle
is composed of a delta wing to produce downward lift force in the towing mode, a
main body to house the electrical units, a TV camera and a weight-shifting mech-
anism to control the trim, two thrusters and a towing cable. The principal dimensions
are shown in Table 1. The delta wing was adopted because a large downward lift
force is possible with a relatively small wing area and less unbalanced roll moment
was produced than by usual wings.
The pressure hull xed at the center of the lower side of the wing houses a TV
camera for inspection of the sea bottom and a trim weight shifter. The weight and
maximum displacement of trim weight are 2.9 kg and t10 cm, respectively, and the
Fig. 1. DELTA.
Fig. 2. Schematic view of DELTA.
trim moment generated by the trim weight shifter is only 0.29 kg m; numerical simul-
ations show that this is sufcient for trim control in the towing mode and the self-
propulsive mode. Detailed discussion can be found in Koterayama et al. (1993). The
pressure hull xed at the upper side of the wing contains the depth, pitch and roll
sensors, a compass and a data telemetering system. The towing line length is 100 m
Table 1
Principal dimensions
DELTA
Length (m) 1.13
Breadth (m) 0.97
Height (m) 0.78
Weight in air (kg) 54.7
Weight in water (kg) 2.2
Towing cable
Length (m) 100
Diameter (mm) 13
Breaking strength (kg) 500
and has a diameter of 13 mm; the breaking strength is 500 kg. A pair of lines for
the power supply, one pair of coaxial lines for the TV camera and a pair of signal
lines for the telemeter are housed in the towing cable.
The control scheme for the towing mode is different from that for the self-propul-
sive mode. The direction of DELTA in the towing mode should coincide with that
of the mother ship and only the depth is controlled by the trim weight [Fig. 3 (a)].
In the self-propulsive mode, the direction is controlled by the difference between
the right and left thruster, and the depth is controlled by the pitch moment generated
by the change of thrust [Fig. 3 (b)]. For static and low-frequency depth control the
trim weight shifter works effectively, but for rapid depth change the trim moment
generated by the thrusters acts as the control force. Motion control is done mainly
by the thrusters and the trim weight works to maintain static balance. The validity
of this concept is conrmed by experiments described in this paper. The mission of
DELTA is the investigation of a wide area of the sea bottom, and detailed observation
of a particular point is beyond its scope. Control of DELTA in depth is possible
only when the forward velocity is not zero. A conceptual view of the control system
and picture of the control equipment are shown in Figs. 4 and 5, respectively.
3. Nonlinear theoretical model
Three-degree-of-freedom motion equations (for the towing cable) and six-degree-
of-freedom motion equations (for the vehicle) were derived to design the controller.
Hydrodynamic coefcients in the motion equations were obtained by 1/2-scale model
tests in a circulating water tank (Koterayama et al., 1993). The coordinate system
used to describe the motion of the cable and vehicle is shown in Fig. 6.
3.1. Motion of towing cable
The motion of the towing cable can be described by a three-dimensional lumped
mass model (Koterayama et al., 1988). The governing equations for a jth lumped
mass are:
Fig. 3. Control of DELTA: (a) towing mode, (b) self-propulsive mode.
m
11j
m
12j
m
13j
m
21j
m
22j
m
23j
m
31j
m
32j
m
33j
x
j
y
j
z
j
F
xj
F
yj
F
zj
(j2, 3, 4, 5,, N), (1)

Fig. 4. Conceptual view of the control system of DELTA.
Fig. 5. Control equipment of DELTA.
Fig. 6. Coordinate system.
where
m
11j
M
j
cos
2
a
j
cos
2
b
j
A
tj
(1cos
2
a
j
cos
2
b
j
)A
nj
, (2)
m
12j
m
21j
(A
tj
A
nj
) sin a
j
cos a
j
cos
2
b
j
, (3)
m
13j
m
31j
(A
tj
A
nj
) cos a
j
sin b
j
cos b
j
, (4)
m
22j
M
j
sin
2
a
j
cos
2
b
j
A
tj
(1sin
2
a
j
cos
2
b
j
)A
nj
, (5)
m
23j
m
32j
(A
tj
A
nj
) sin a
j
sin b
j
cos b
j
, (6)
m
33j
M
j
sin
2
b
j
A
tj
cos
2
b
j
A
nj
, (7)
F
xj
T
j
cos b
j
cos a
j
T
j1
cos b
j1
cos a
j1
f
dxj
, (8)
F
yj
T
j
cos b
j
sin a
j
T
j1
cos b
j1
sin a
j1
f
dyj
(9)
and
F
zj
T
j
sin b
j
T
j1
cos b
j1
f
dzj
d
j
. (10)
3.2. Motions of vehicle
Motions of the vehicle are expressed as follows (Koterayama et al., 1988):
h J
0
(h)n (11)
and
MnC
0
(n)nD
0
(h, n)nG
0
(h)t
0
(n, x), (12)
where
h
X
Y
Z
f
q
y
, (13)
n
u
v
w
p
q
r
, (14)
z
V
R
V
L
, (15)
J
0
cos q cos y sin f sin q cos ycos f sin y cos f sin q cos y+sin f sin y 0 0 0
cos q sin y sin f sin q sin y+cos f cos y cos f sin q sin ysin f cos y 0 0 0
sin q sin f cos q cos f cos q 0 0 0
0 0 0 1 sin f tan q cos f tan q
0 0 0 0 cos f sin f
0 0 0 0 sin f/cos q cos f/cos q
, (16)
M
m+A
11
0 0 0 mz
G
0
0 m+A
22
0 mz
G
0 mx
G
0 0 m+A
33
0 mx
G
0
0 mz
G
0 I
xx
+A
44
0 J
xz
mz
G
0 mx
G
0 I
yy
+A
55
0
0 mx
G
0 J
xz
0 I
zz
+A
66
, (17)
C
0
(n)
0 0 0 mz
G
r m(x
G
qw)A
33
w m(x
G
r+v)+A
22
v
0 0 0 mw+A
33
w m(z
G
r+x
G
p) muA
11
u
0 0 0 m(z
G
pv)A
22
v m(z
G
q+u)+A
11
u mx
G
p
mz
G
r mwA
33
w m(z
G
pv)+A
22
v 0 J
xz
pI
zz
rA
66
r I
yy
q+A
55
q
m(x
G
qw) m(z
G
r+x
G
p) m(z
G
q+u) J
xz
p+I
zz
r+A
66
r 0 J
xz
rI
xx
pA
44
p
m(x
G
r+v) mu mx
G
p I
yy
qA
55
q J
xz
r+I
xx
p+A
44
p 0
, (18)
D
0
(h, n)
(X
uu
+X
uuk
|Z|)u X
v
|v|/v X
ww
w 0 0 0
0 Y
v
+Y
vv
|v| 0 Y
p
0 Y
r
+Y
rr
|r|
0 0 Z
w
0 Z
q
0
0 K
v
0 K
p
0 K
r
(l
z
X
uu
+z
T
X
uuk
|Z|)u 0 M
w
0 M
q
0
0 N
v
+N
vv
|v| 0 0 0 N
r
, (19)
G
0
(h)
(mr)g sin q
(mr)g sin f cos q
(mr)g cos f cos q
(z
G
mz
B
r)g sin f cos q
(z
G
mz
B
r)g sin q(x
G
mx
B
r)g cos f cos q
(x
G
mx
B
r)g sin f cos q
(20)
and
t
0
(n, z)
a
t
u(V
R
+V
L
)+b
t
(V
2
R
+V
2
L
)
0
c
t
u(V
R
+V
L
)+d
t
(V
2
R
+V
2
L
)
l
pthy
{c
t
u(V
R
V
L
)+d
t
(V
2
R
V
2
L
)}
z
th
{a
t
u(V
R
+V
L
)+b
t
(V
2
R
+V
2
L
)}l
pthx
{c
t
u(V
R
+V
L
)+d
t
(V
2
R
+V
2
L
)}
y
th
{a
t
u(V
L
V
R
)+b
t
(V
2
L
V
2
R
)}
. (21)
Eq. (11) shows the relationship between space coordinates (X, Y and Z), Eulerian
angles (f, q and y), velocity (u, v and w) and angular velocity (p, q and r). For the
towing mode, Eq. (22) is used instead of Eq. (21) and X
uuk
0. We assumed that the
effect of the linkage terms of added mass and added moment of inertia on the dynam-
ics of DELTA was small, so these terms were omitted from the equations:
t
0
X
T
Y
T
Z
T
z
T
Y
T
x
T
Z
T
+z
T
X
T
x
T
Y
T
. (22)
The dynamics of the weight-shifting mechanism is written as:
d
dt
x
dm
1
T
dm
x
dm
K
dm
T
dm
V
dm
. (23)
The center of gravity and the moment of inertia of DELTA move according to
movement of the weight:
x
G
mdm
m
x
dm
m
x
dm
, (24)
I
yy
I
yy
dmx
2
dm
(25)
and
I
zz
I
zz
dmx
2
dm
. (26)
4. LQI control of DELTA
4.1. Design of LQI controller (self-propulsive mode)
The controller was designed based on LQI control theory (Kwakernaak and Sivan,
1972; Kajiwara et al., 1993). The motion around the equilibrium point is described
approximately by a linear model:
x
-
Ax
Bz
, (27)
x
xx
(28)
and
z
zz
. (29)
The elements of matrices A and B are dened by
x
f(x, z), (30)

a
ij
f
i
x
j
|
xx
, zz
(31)
and
b
ij
f
i
z
j
|
xx
, zz
. (32)
Eq. (30) is a non-linear mathematical model of a plant, x is a state vector and z is
an input vector. indicates the value at the equilibrium point.
In the self-propulsive mode, the depth of DELTA is controlled by the sum of the
thrust of the right- and left-hand thrusters, and the direction is controlled by the
difference between these thrusts. Applying the above linearization method, the linear
mathematical model of DELTA
xAxBu (33)
and
y
M
C
M
x (34)
is obtained. The state vector x, the input vector u and the measurement vector y
M
are taken as:
x
ZZ
f
qq
y
uu
v
ww
p
q
r
]
1
1
1
1
, (35)
u
V
R
+V
L
2

V
R
+V
L
2
V
R
V
L
2

(36)
and
y
M
ZZ
f
qq
. (37)
The control purpose can be described as
ey
c
y0 (t), (38)
where the controlled vector y and the command vector y
c
are as follows:
y
ZZ
y

CxH
M
C
M
x (39)
and
y
c
Z
c
y
c
. (40)
The LQI control system conguration adopted here is depicted in Fig. 7. The
system includes an integrator action and the augmented system is described by the
following equations:
d
dt
x
x
I
ABF BF
1
C 0

x
x
I
0
I
y
c
(41)
and
y
u
C 0
F F
I
x
x
I
. (42)
The LQI control problem is to nd F and F
I
which minimize the following cri-
terion function:
J
0
(y
T
(t)Qy(t)u
T
(t)Ru(t)) dt, (43)
where Q and R are positive denite weight matrices.
It is well known that the solution is given by
[F F
I
]R
1
[B
T
0], (44)
where is a positive denite solution of the Riccati equation:
Fig. 7. Conguration of LQI control system.
A 0
C 0
A
T
C
T
0 0

BR
1
B
T
0
0 0
0 0
0 Q
0. (45)
A device that constructs an approximation of a state vector of the controlled object
model is called a state observer and is used to implement a state feedback control law
in the case where the several state variables cannot be measured, and it is possible to
optimize an estimation in a noisy environment. The order of the state observer used
is equal to that of the controlled object model and is called a full-order state observer.
Fig. 8. DELTA operating in a water tank.
4.2. Experimental results (self-propulsive mode)
Self-propulsion tests controlled by the LQI controller were carried out in a water
tank (LBD80 m8 m3 m) before eld experiments. Fig. 8 shows pictures of
DELTA operating in the tank; the speed was set at 0.7 m/s because of the limitation
in tank length. DELTA can operate at U1.03 m/s which is the designed speed, but
the high-speed self-propulsion test reduces the measurement time of the data. The
speed was measured by the speed of the towing carriage following the vehicle.
Fig. 9 shows the motions of DELTA when the submerged depth of the vehicle
Fig. 9. Motions of DELTA during depth change (Z1.5 m0.5 m).
was altered (Z1.5 m0.5 m): from the top are submerged depth (Z), pitch angle
(q) and input voltage to the thrusters (V
R
and V
L
). The solid lines indicate the experi-
mental results, the broken lines indicate the calculated results and the dotted line
indicates the depth step command. As shown, there was good depth control, very
little overshooting, the response time was short and the maximum pitch angle was
about 15, which is less than the stall angle. Moreover, the calculated results are in
good agreement with the experimental ones. The accuracy of theoretical estimations
for the dynamic problem is apparent.
Fig. 10. Motions of DELTA during course change (y015).
The motions of DELTA when the course of the vehicle was changed are shown
in Fig. 10. The magnitude of the step command of the course was 15. Not only
was the overshooting in the calculation small but that in the experiment was also
small, although correct measurement of the overshooting is difcult because the error
of the course is about t3 even if the vehicle goes straight ahead. The uctuations
of depth and pitch angle are very small during the course change.
From the experiments it seemed that the performance of the controller was not
good for a large depth step command (see Figs. 26 and 27). We therefore used the
following manner for a large command:
1. the large depth step command was divided into small ones;
2. when the rst depth change was completed, the next step command was input
automatically; and
3. the process was repeated until DELTA reached the set point.
The experimental results carried out in our new tank (LBD65 m5 m7 m)
are shown in Figs. 11 and 12. Size of a divided step command is 1 m in Fig. 11
and 2 m in Fig. 12. From these gures, it is found that the settling time is reduced
Fig. 11. Motion of DELTA during depth change (Z1 m6 m).
Fig. 12. Motion of DELTA during depth change (Z1 m6 m).
in proportion to the step size. A controller to realize a response to a large depth
command is shown in Section 5.
4.3. Design of LQI controller (towing mode)
The manner of design of the controller for the towing mode is the same as that
for the self-propulsive mode. In the lumped mass model of the towing cable, the cable
was divided into two elements. In the tank tests, the lumped mass model divided into
only two elements could describe the conguration of the cable and had adequate
accuracy (see Fig. 14), because the depth of towing tank used was 3 m and the
towing cable was short. The state vector (x), the input vector (u), the measurement
vector (y
M
) and the command vector (y
c
) are taken as:
x
XX
YY
ZZ
f
qq
y
uu
v
ww
p
q
r
x
2
x
2
y
2
y
2
z
2
z
2
x
2
x
2
y
2
z
2
x
dm
x
dm ]
1
1
1
1
, (46)
u[V
dm
V
dm
], (47)
y
M
ZZ
y
qq
y
x
dm
x
dm
(48)
and
y
c
[Z
c
]. (49)
The controller is designed at several equilibrium points where the submerged depth
of the vehicle is different and the controller is switched according to the depth,
because the linear mathematical model changes drastically depending on the sub-
merged depth. The towing cable has a great effect on a linear model in a towed
vehicle system. When the controller is switched, an integral error is handed over to
the next controller.
4.4. Experimental results (towing mode)
Fig. 13 shows pictures of DELTA being towed in the tank. The towing speed and
the length of the cable were set at 0.7 m/s and 3 m, respectively, because of the
Fig. 13. DELTA towed in a water tank.
limitation in tank length and depth. A static characteristic of DELTA in towing mode
(submerged depth and trim angle versus position of the weight) is shown in Fig. 14.
The calculated results are in good agreement with the measured ones. The accuracy
of the mathematical model in the towing mode thus seems to be veried for the
static problem.
Figs. 15 and 16 show the motions of DELTA when the submerged depth of the
vehicle is altered (Z2.64 m1.64 m in Fig. 15, Z2.64 m1.14 m in Fig. 16); from
Fig. 14. Static characteristic of DELTA in the towing mode.
the top are submerged depth (ZZ*), pitch angle (qq
*
) and position of the weight
(x
dm
). indicates that the value is that at Z2.64 m. The controller was designed at
V
dm
0.5 V and V
dm
2.0 V (see Fig. 14) and switched at Z2.1 m. From Fig. 15,
it is found that performance of the gain scheduled controller (controller is switched
at suitable submerged depth) is better than that of the normal LQI controller; settling
time is short and response is stable. Moreover, Fig. 16 shows that the normal LQI
controller cannot control a 1.5 m depth change; DELTA comes to the waters surface.
The gain scheduled controller could carry out the mission, however, with too much
overshoot. A controller to realize minimal overshoot is shown in Section 5.
5. LMI-based design of controller of DELTA
This section is concerned with the robust control problem for DELTA with uncer-
tainties of hydrodynamic coefcients (in the self-propulsive mode) and with drasti-
cally changing towing tension (in the towing mode).
5.1. Design of robust controller (self-propulsive mode)
The motion equations shown in Section 3 have 10 longitudinal hydrodynamic
coefcients and 14 lateral ones. These values were determined by static and dynamic
l experiments in the circulating water tank (Koterayama et al., 1993) and xed values
of the hydrodynamics coefcients were used in Section 4. The values of the hydro-
dynamics coefcients uctuate with the speed of DELTA, oscillation frequency and
amplitude of the forced oscillation tests, however, and there is also experimental
error. We therefore investigated which coefcient concerned with velocity and angu-
Fig. 15. Motions of DELTA during depth change (Z2.64 m1.64 m, towing mode).
lar velocity was sensitive to the longitudinal motion using the non-linear motion
equations. For simplicity we considered only longitudinal motion in this stage.
Dynamic responses using the minimum value, nominal value and maximum value
of the hydrodynamic coefcients, which were obtained from experimental results,
Fig. 16. Motions of DELTA during depth change (Z2.64 m1.14 m, towing mode).
Fig. 17. Simulation to check parameter sensitivities.
are shown in Fig. 17. In the simulation, thrust is increased 100% from the value at
the equilibrium point at t0 s. We know from the gure that the sensitivity of M
q
and Z
q
is higher than that of other hydrodynamic coefcients. Therefore, the corre-
spondence to M
q
and Z
q
is considered in the following. The non-dimensional values
of M
q
and Z
q
obtained from the experiments are shown in Figs. 18 and 19. The
Fig. 18. Measurement value of M
q
.
Fig. 19. Measurement value of Z
q
.
experimental results are arranged by taking a reduced frequency K in the lateral axis
because it is well known that hydrodynamic coefcients of an oscillating wing in
uniform ow depend on reduced frequency. The upper limit of K is 0.6. The value
was decided on the basis of the frequency of the motion induced by motion of the
mother ship when the wave period is 2 s and the designed towing speed is 6 knots.
The phenomenon in the depth change belongs to low-frequency motion and the
reduced frequency becomes small. If it is assumed that the response to the depth
step command is nearly equal to the step response of a second-order system, the
angular frequency was about 0.35 rad/s; this corresponds to a reduced frequency of
0.2. The sufxes max, nom and min indicate the maximum value, nominal value
and minimum value of the hydrodynamic coefcient, respectively. The value of
M
q
depends strongly on the reduced frequency and there is uctuation due to experi-
mental error on Z
q
. These dimensionless values are converted to dimensional ones
in the non-linear motion equations as: M
q
0.5rUL
3
dM
q
and Z
q
0.5rUL
2
dZ
q
(where
U is the advanced speed of DELTA, L is the length of DELTA; for d, see Fig. 6).
These show that the hydrodynamic coefcients are variable depending on the speed.
Parameter variation considering the speed must be taken into account in the design
of the robust controller because the speed uctuates greatly with change in depth as
shown in Fig. 20. The gure shows a simulated result of the speed variation in the
case of the vehicle going down with zero thrust; in other words, being in a glide
condition. The speed is reduced by 60% in the steady glide condition, which means
that the values of M
q
and Z
q
uctuate by 60% in accordance with the speed uctu-
ation. From the above discussion the parameter box will shift as shown in Fig. 21.
The quadrangle surrounded by the thin solid line indicates the variation range of the
parameter (hydrodynamic coefcients) caused by the effect of reduced frequency
and experimental error. Finally, the parameter box becomes a hexagon surrounded
at vertices P
1
, P
2
, P
3
, P
4
, P
5
and P
6
since the quadrangular parameter box shifts with
the velocity uctuation of DELTA. The vertex model is obtained at each point.
Linearizing Eqs. (11) and (12) around the equilibrium state at 0.5 m/s, the follow-
ing model is obtained in which M
q
and Z
q
enter in an afne manner:
Fig. 20. Velocity variation during depth change.
xE
1
(A
0
M
q
A
M
q
Z
q
A
Z
q
)xE
1
Bu(A
0
M
q
A
M
q
Z
q
A
Z
q
)xBu (50)
A(M
q
, Z
q
)xBu
and
yCx. (51)
Here, u consists of thruster input, y consists of depth, roll, pitch and yaw angles, and
x
ZZ
f
qq
y
uu
v
ww
p
q
r
]
1
1
1
1
, (52)
Fig. 21. Parameter box of M
q
, Z
q
.
u
V
R
+V
L
2

V
R
+V
L
2
V
R
V
L
2

, (53)
E
1 0 0 0 0 0 0 0 0 0
0 1 0 0 0 0 0 0 0 0
0 0 1 0 0 0 0 0 0 0
0 0 0 1 0 0 0 0 0 0
0 0 0 0 m+A
11
0 0 0 mz
G
0
0 0 0 0 0 m+A
22
0 mz
G
0 mx
G
0 0 0 0 0 0 m+A
33
0 mx
G
0
0 0 0 0 0 mz
G
0 I
xx
+A
44
0 J
xz
0 0 0 0 mz
G
0 mx
G
0 I
yy
+A
55
0
0 0 0 0 0 mx
G
0 J
zx
0 I
zz
+A
66
]
1
1
1
1
, (54)
A
0 0 cosq
sin q
0 sin q
0 cos q
0 0 0
0 0 0 0 0 0 0 1 0 tan q
0 0 0 0 0 0 0 0 1 0
0 0 0 0 0 0 0 0 0 1/cos q
X
uuk
(u
)
2
0 (mr)g cos q
0 2(X
uu
+X
uuk
|Z
|)u
+a
t
(V
R
+V
L
) 0 2X
ww
w
0 (m+A
33
)w
0
0 (mr)g cosq
0 0 0 Yv 0 (m+A33)w
+Yp 0 (m+A11)u
+Yr
0 0 (mr)g sin q
0 c
t
(V
R
+V
L
) 0 Z
w
0 (m+A
11
)u
0
0 (z
G
mz
B
r)g cosq
0 0 0 (A
22
A
33
)w
+K
v
0 mz
G
w
+K
p
0 mz
G
u
+K
r
z
T
X
uuk
(u
)
2
0
(z
G
mz
B
r)g cos
q
+(x
G
mx
B
r)g sinq
0
2(l
z
X
uu
+z
T
X
uuk
|Z
|)u
+(z
th
a
t
l
pthx
c
t
)(V
R
+V
L
)
0 M
w
0 m(x
G
u
+z
G
w
) 0
0 (x
G
mx
B
r)g cos q
0 0 0 N
v
0 mx
G
w
0 mx
G
u
+N
r
,
(55)
M
0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 1 0
0 0 0 0 0 0 0 0 0 0 ]
1
1
1
1
, (56)
Z
0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 1 0
0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0 ]
1
1
1
1
, (57)
B
0 0
0 0
0 0
0 0
a
t
u
+2b
t
V
R
a
t
u
+2b
t
V
L
0 0
c
t
u
+2d
t
V
R
c
t
u
+2d
t
V
L
l
pthy
(c
t
u
+2d
t
V
R
) l
pthy
(c
t
u
+2d
t
V
L
)
z
th
(a
t
u
+2b
t
V
R
)l
pthx
(c
t
u
+2d
t
V
R
) z
th
(a
t
u
+2b
t
V
L
)+l
pthx
(c
t
u
+2d
t
V
L
)
y
th
(a
t
u
+2b
t
V
R
) y
th
(a
t
u
+2b
t
V
L
)
]
1
1
1
1
(58)
1 1
1 1
and
C
1 0 0 0 0 0 0 0 0 0
0 1 0 0 0 0 0 0 0 0
0 0 1 0 0 0 0 0 0 0
0 0 0 1 0 0 0 0 0 0
. (59)
Now, for simplicity, consider the quadrangular parameter box P
1
, P
8
, P
4
, P
9
in Fig.
21. The vertices are P
1
(M
qmin
, Z
qmin
), P
8
(M
qmax
, Z
qmin
), P
4
(M
qmax
, Z
qmax
),
P
9
(M
qmin
, Z
qmax
) and a nominal point is assumed to be P
nom
(M
qnom
, Z
qnom
). A poly-
topic representation of the matrix A(M
q
, Z
q
) is then:
A(M
q
, Z
q
)p
1
A
1
p
2
A
2
p
3
A
3
p
4
A
4
, (60)
where
p
1
(M
qmax
M
qnom
)(Z
qmax
Z
qnom
)
(M
qmax
M
qmin
)(Z
qmax
Z
qmin
)
, (61)
p
2
(M
qnom
M
qmin
)(Z
qmax
Z
qnom
)
(M
qmax
M
qmin
)(Z
qmax
Z
qmin
)
, (62)
p
3
(M
qnom
M
qmin
)(Z
qnom
Z
qmin
)
(M
qmax
M
qmin
)(Z
qmax
Z
qmin
)
, (63)
p
4
(M
qmax
M
qnom
)(Z
qnom
Z
qmin
)
(M
qmax
M
qmin
)(Z
qmax
Z
qmin
)
, (64)
p
1
p
2
p
3
p
4
1, (65)
and where A
1
, A
2
, A
3
and A
4
are the values of A(M
q
, Z
q
) at M
q
, Z
q
corresponding to
P
1
, P
8
, P
4
, P
9
. The model [Eqs. (50) and (51)] at any point in the parameter box is
given as
A B
C 0
p
1
S
1
p
2
S
2
p
3
S
3
p
4
S
4
, (66)
where
S
i
A
i
B
C 0
(i1, , 4). (67)

Our robust control problem is to stabilize a number of linear models described
by Eqs. (66) and (67) by employing a xed controller:
x
K
A
K
x
K
B
K
[y
T
Z
c
y
c
]
T
(68)
and
uC
K
x
K
D
K
[y
T
Z
c
y
c
]
T
. (69)
We applied the LMI-based methodology to the robust control problem since it can
treat multi-model and multi-objective specications. This means that the designed
controller might stabilize all points in the parameter box. The controller should have
the following form:
A
K
B
K
C
K
D
K
p
1
S
K1
p
2
S
K2
p
3
S
K3
p
4
S
K4
, (70)
where
S
Ki
A
Ki
B
K
C
K
D
K
(i1, , 4). (71)

We give the following specications for each vertex closed-loop.
1. H
norm criterion: in the interconnection shown in Fig. 22, satisfy
Z
c
y
c
z
1
z
2
z
3
z
4
g (72)
Fig. 22. Interconnection structure of H
control system (self-propulsive mode).

for g0 as small as possible.
2. Pole-region constraints: the closed-loop poles must stay in a left half circle with
radius 50 and centered at the origin (see Fig. 23).
In the interconnection structure (Fig. 22) of the H
control system, G is a plant,

K is a controller, and W
1
and W
2
are weight functions. The system contains an
integral action of the error and the output is input to the plant through a lter con-
structed by a one-order linear system. The lter has been introduced in order to
remove the high-frequency component of controller output caused by the depth
sensor noise. The weight functions are 1. The pole-region constraint shown in Fig.
23 is necessary from the viewpoint of digital implementation. When the poles of the
closed-loop system and the controller have a large value, the controller is not desir-
able because of the high gain, and the disk constraint with a radius of 50 is needed
for the sampling period 0.008(1/50)/2.5.
After representing the two specications as LMIs for four-vertex linear models,
we solve a system of LMIs for g as small as possible by our original M-le using
LMI-CT on Matlab (Apkarian et al., 1996; Kajiwara et al., 1997). The transfer func-
tion of the designed controller K
1
is converted to the state-space equation and is
transformed to a discrete-time system to carry out the experiments.
Simulated step responses (1 m descent) at vertex points P
1
, P
2
, P
3
, P
4
, P
5
and P
6
Fig. 23. Specied pole region.
are shown in Fig. 24. The solid line indicates the result obtained by the robust con-
troller and the broken line indicates that by the LQI controller designed using the
nominal value of hydrodynamic coefcient. In LQI control continuous oscillation is
observed at P
3
, while the response is very stable in robust control. In addition, the
overshoot of the response controlled by the robust controller is much smaller than
that controlled by the LQI controller and the shape of the response is suitable in the
robust control at each vertex.
The LMI synthesis for output feedback is summarized in the following (Apkarian
et al., 1996). Given an augmented plant and a controller (see Fig. 25) as
P
A B
1
B
2
C
1
D
11
D
12
C
2
D
21
0

and K
A
K
B
K
C
K
D
K
, (73)
Fig. 24. Step response at vertex (LQI control designed at P
nom
and multi-model H
control).
Fig. 25. General closed-loop system.
the CLS (closed-loop system) is represented by
P
CL
A+B
2
D
K
C
2
B
2
C
K
B
1
+B
2
D
K
D
21
B
K
C
2
A
K
B
K
D
21
C
1
+D
12
D
K
C
2
D
12
C
K
D
11
+D
12
D
K
D
21
. (74)
In the following, LMI representations of CLS specications are listed.
LMI#1 (CLS H
-norm bound): H
-norm of
A
CL
B
CL
C
CL
D
CL
is less than g there exists g, R, S, B

K
, C
K
and D
K
such that
'
RA
T
+AR+C
T
K
B
T
2
+B
2
C
K
B
1
+B
2
D
K
D
21
(C
1
R+D
12
C
K
)
T
(B
1
+B
2
D
K
D
21
)
T
gI (D
11
+D
12
D
K
D
21
)
T
C
1
R+D
12
C
K
D
11
+D
12
D
K
D
21
gI

0
ATS+SA+C
T
2
B
T
K
+B
K
C
2
SB
1
+B
K
D
21
(C
1
+D
12
D
K
C
2
)
T
(SB
1
+B
K
D
21
)
T
gI (D
11
+D
12
D
K
D
21
)
T
C
1
+D
12
D
K
C
2
D
11
+D
12
D
K
D
21
gI

0
R I
I S
0
. (75)
LMI#2 (circle region pole constraint): l(A
CL
){sx+iy: (x+q)
2
+y
2
r
2
} there
exists R, S, A
K
, B
K
, C
K
and D
K
such that
R I
I S

AR+B
2
C
K
A+B
2
D
K
C
2
A
K
SA+B
K
C
2
AR+B
2
C
K
A+B
2
D
K
C
2
A
K
SA+B
K
C
2
R I
I S

0. (76)
From the practical viewpoint, one of the most important multi-objective problems
is H
-norm optimization with CLS pole constraints. This is formulated as

Minimize
g, R, S, A
K
, B
K
C
K
, D
K
satisfyingLMI#1,2
g.
The problem can be solved by using LMI-CT (Gahinet et al., 1995) and the controller
is constructed from the following relations:
B
K
NB
K
+SB
2
D
K
C
K
C
K
M
T
+D
K
C
2
R
A
K
NA
K
M
T
+NB
K
C
2
R+SB
2
C
K
M
T
+S(A+B
2
D
K
C
2
)R
, (77)
where N and M are matrices related with the third conditions of Eq. (75).
In the following, we assume that the given plant P has an LPV (linear parameter-
varying) representation of polytopic type:
P()p
1
()
A
1
B
1,1
B
2
C
1,1
D
11,1
D
12
C
2
D
21
0

(P
1
)
p
N
()
A
N
B
1,N
B
2
C
1,N
D
11,N
D
12
C
2
D
21
0

(P
N
)
(p
1
(78)
p
N
1),
where is a kth order vector of N2
k
time-varying parameters and P
1
, , P
N
are
called vertex models.
Corresponding to the LPV model of the plant, we adopt the controller of LPV type:
K()p
1
()
A
K,1
B
K,1
C
K,1
D
K,1
(K
1
)
p
N
()
A
K,N
B
K,N
C
K,N
D
K,N
(K
N
)
. (79)
Then, a gain-scheduled control problem is formulated as follows:
Minimize g
such that g, R, S and
A
K,1
, B
K,1
, C
K,1
, D
K,1
%
A
K,N
, B
K,N
, C
K,N
, D
K,N
satisfy a system of LMIs:
LMI#1, LMI#2 for vertex model#1

%
LMI#1, LMI#2 for vertex model#N
5.2. Experimental results (self-propulsive mode)
The experimental results carried out in the water tank (LBD65 m5 m7 m)
are shown in Figs. 26 and 27. The experiments were carried out with the speed set
at 0.51 m/s. Fig. 26 shows the experimental results in the case in which DELTA
travels incognito from 1 m to 4 m and Fig. 27 shows those going from 5 m to 1 m.
From the top, submerged depth, deection of trim and input voltage to the thruster
are shown. These gures show that the robust controller realizes a large depth change
by one step command compared with the LQI controller.
5.3. Design of gain-scheduled controller (towing mode)
The LQI controller shown in Section 4.3 is designed taking into consideration the
mathematical model of the towing cable. Therefore, the order of the controller
becomes large, proportional to the number of lumped masses (cable length). In
addition, the performance was only moderate for a large depth change. In this section
a gain-scheduled controller is designed by considering the change in towing tension
at the towing point versus submerged depth in order to reduce the order of the
controller and improve the performance.
Fig. 28 shows towing tension at the towing point in the X- and Z-directions calcu-
lated by the lumped mass method. The tension is non-linear versus submerged depth.
Therefore, when the linearization
Fig. 26. Motions of DELTA during depth change (Z1 m4 m).
X
T
(Z)a
1
Zb
1
(80)
and
Z
T
(Z)a
2
Zb
2
(81)
is adopted, the derivatives (a
1
and a
2
) transform according to the depth change (see
Fig. 29). The values are as follows using the least-squares method:
a
1
1
5.9457Z16.6066
0.0359 (82)
and
a
2
1
0.4014Z1.1314
0.2548. (83)
From the above equations, the parameter box shown in Fig. 30 is obtained.
By the linearization of Eqs. (11) and (12), the following model is developed in
which a
1
and a
2
enter in an afne manner:
xE
1
(A
0
a
1
A
a
1
a
2
A
a
2
)xE
1
B
u(A
0
a
1
A
a
1
a
2
A
a
2
)xBu (84)
Fig. 27. Motions of DELTA during depth change (Z5 m1 m).
A(a
1
,a
2
)xBu
and
yCx. (85)
Here, u consists of input to the weight-shifting equipment, y consists of depth, pitch
and position of weight, and
x
ZZ
qq
uu
ww
q
x
dm
x
dm
, (86)
u[V
dm
V
dm
], (87)
Fig. 28. Towing tension at towing point.
E
1 0 0 0 0 0
0 1 0 0 0 0
0 0 m+A
11
0 mz
G
0
0 0 0 m+A
33
mx
G
0
0 0 mz
G
mx
G
I
yy
+A
55
0
0 0 0 0 0 1
, (88)
A
0 cos q
sin q
sin q
cos q
0 0
0 0 0 0 1 0
0 (mr)g cos q
2X
uu
u
2X
ww
w
(m+A
33
)w
0
0 (mr)g sin q
0 Z
w
(m+A
11
)u
+Z
q
0
0 (z
G
mz
B
r)g cosq
+(x
G
mx
B
r)g sin q
2l
z
X
uu
u
M
w
m(x
G
u
+z
G
w
)+M
q
)+M
q
mg cos q
0 0 0 0 0 1/T
dm
, (89)
A
0 0 0 0 0 0
0 0 0 0 0 0
1 0 0 0 0 0
0 0 0 0 0 0
z
T
0 0 0 0 0
0 0 0 0 0 0
, (90)
Fig. 29. Derivative of towing tension.
A
0 0 0 0 0 0
0 0 0 0 0 0
1 0 0 0 0 0
0 0 0 0 0 0
x
T
0 0 0 0 0
0 0 0 0 0 0
, (91)
B
0
0
0
0
0
K
dm
/T
dm
(92)
and
Fig. 30. Parameter box of a
1
, a
2
.
C
1 0 0 0 0 0
0 1 0 0 0 0
0 0 0 0 0 1
. (93)
The vertices of the parameter box (see Fig. 30) are P
1
(a
1min
, a
2min
), P
2
(a
1max
, a
2min
),
P
3
(a
1max
, a
2max
), P
4
(a
qmin
, a
qmax
) and a nominal point is assumed to be
P
nom
(a
1nom
, a
qnom
).
Continuance of the design process is the same as that shown in Section 5.1. An
interconnection structure of H
control for the towing mode is shown in Fig. 31. In

the interconnection,
T
[z
c
]
z
1
z
2
g (94)
is satised for g0 as small as possible. The values a
1nom
and a
2nom
are calculated
by Eqs. (82) and (83) and the gain-scheduled control of towed DELTA can be
made possible.
Fig. 31. Interconnection structure of H
control system (towing mode).

5.4. Simulated results (towing mode)
Figs. 32 and 33 show the motions of DELTA when the submerged depth of the
vehicle is altered (Z2.64 m1.64 m in Fig. 32, Z2.64 m1.14 m in Fig. 33). The
solid lines indicate the simulated results controlled by the gain-scheduled H
control-
ler, one-dot chain lines are the experimental results controlled by the gain-scheduled
LQI controller and two-dot chain lines show the experimental results of LQI control
explained in Section 4.4. We know that the overshoot is very small, the settling time
is short and the response is stable on the gain-scheduled H
from these gures. The

performance in controlling the submerged depth of the towing mode was greatly
improved by the gain-scheduled H
controller.
6. Conclusions
The dynamic motions of controlled DELTA were investigated theoretically and
experimentally. From the experiments and simulations, the following conclusions
were drawn:
1. in the self-propulsive mode, depth control by the thruster is effective;
Fig. 32. Motions of DELTA during depth change (Z2.64 m1.64 m, towing mode, gain-scheduled
H
control).
2. in the self-propulsive mode, the LQI controller works effectively around the near
eld of an equilibrium state;
3. in the towing mode, the LQI controller can control the submerged depth although
an overshoot is observed;
4. in the self-propulsive mode, the robust controller can carry out a large depth
change by one step command; and
5. in the towing mode, the performance of the gain-scheduled H
controller is much
better than that of the LQI controller (no overshoot, short settling time and stable
response) and the order of the controller is smaller than that of the LQI controller.
DELTA is being remodeled from an ROV to a non-tethered AUV (Autonomous
Underwater Vehicle). We should like to continue the study using a remodeled
DELTA to control lateral motions as well as longitudinal ones.
Fig. 33. Motions of DELTA during depth change (Z2.64 m1.14 m, towing mode, gain-scheduled
H
control).
References
Apkarian, P., Becker, G., Gahinet, P., Kajiwara, H., 1996. LMI techniques in control engineering from
theory to practice. Workshop Notes in IEEE Conference on Decision and Control, Kobe, Japan.
Gahinet, P., Nemirovski, A., Laub, A.J., Chilali, M., 1995. LMI Control Toolbox Users Guide. The
MathWorks, Inc.
Kajiwara, H., Koterayama, W., Nakamura, M., Terada, H., Morita, T., 1993. Control system design of
an ROV operated both as towed and self-propulsive vehicle. In: Proceedings of the Third International
Offshore and Polar Engineering Conference, vol. 2., pp. 451454.
Kajiwara, H., Koterayama, W., Nakamura, M., Yugawa, S., 1997. LMI-based design of robust controllers
for an underwater vehicle. In: Proceedings of the Seventh International Offshore and Polar Engineering
Conference, vol. 2., pp. 5156.
Koterayama, W., Kyozuka, Y., Nakamura, M., Ohkusu, M., Kashiwagi, M., 1988. The motions of a depth
controllable towed vehicle. In: Proceedings of the 7th International Symposium and Exhibit on Off-
shore Mechanics and Arctic Engineering, vol. 1., pp. 423430.
Koterayama, W., Nakamura, M., Kishimoto, O., 1993. Development of an ROV for sea bottom investi-
gations over a wide area. In: Proceedings of the Third International Offshore and Polar Engineering
Conference, vol. 2., pp. 455462.
Kwakernaak, H., Sivan, R., 1972. Linear Optimal Control Systems. John Wiley & Sons, Inc.

Descripcion de Un Vehiculo Operado Remotamente (ROV)

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Descripcion de Un Vehiculo Operado Remotamente (ROV)

Uploaded by

Copyright:

Available Formats

Ocean Engineering 28 (2000) 143

Development of an ROV operated both as

control law with pole-region

(j2, 3, 4, 5,, N), (1)

f(x, z), (30)

(i1, , 4). (67)

(i1, , 4). (71)

norm criterion: in the interconnection shown in Fig. 22, satisfy

control system (self-propulsive mode).

control system, G is a plant,

is less than g there exists g, R, S, B

-norm optimization with CLS pole constraints. This is formulated as

LMI#1, LMI#2 for vertex model#1

control for the towing mode is shown in Fig. 31. In

control system (towing mode).

from these gures. The

You might also like