A Strategy for Thruster Fault-Tolerant Control
applied to an AUV
Jeremy G. Rauber, Carlos H. F. dos Santos, Antonio C. B. Chiella, Lucas R. H. Motta
Group of Robotics Research(GPR)
Western Parana State University(UNIOESTE)
Foz do Iguacu, Parana, Brasil, 85856-970
Email: rauberjeremy@gmail.com
Abstract— In this article we discuss the dynamic modelling
of the propulsion system of an autonomous underwater vehicle
(AUV), and also a method of fault tolerant control in an AUV
that has four vertical and two horizontal thrusters. Firstly we
made an analysis of the dynamic and kinematic effects of the
vehicle, subsequently we did an analysis of dynamic propulsion
system and then found out the state of the art of the underwater
vehicle. Through a series of simulations, it was validated our
propulsion model system and its efficiency of the fault tolerant
control working in conjunction with the purpose of the vehicle
to follow a desired path even when some thrusters is faulty.
I. I NTRODUCTION
Nowadays, the use of robots to accomplish a variety of ac-
tivities is growing aside with the development of technologies
on this area. The mobile robotics is dedicated to the study
of remotely operated vehicles (ROV) or autonomous vehicles
(AUV), acting in various types of environment. A major
application is the ocean navigation, allowing access to places
where space is restricted, or where divers can not reach. It is
mainly used in cases where there is some kind of human risk.
The ROV / AUVs may be used, for example,in the inspection
of hydroelectric dams, turbines, water inlet gates, the base of
the reservoir, inferior foundation, and other applications.
This vehicle is subject to failures during their missions, so
it is essential to study a fault-tolerant dynamic, ranging from
the diagnosis of failure to tuning the system. Fault tolerance
is the ability of a system to provide services even when it
or its components has a malfunction. The thrusters are the
most common sources of failure, which may result in the
cancellation of a mission. Even being all careful to reduce
the occurrence of faults, they are likely to occur, and the
implication of these faults can be expensive and, in addition,
take a long time to repair.
Most underwater vehicles have four horizontal thrusters
carrying out the horizontal movement with three degrees of
freedom. When a failure occurs in one of its thrusters, it is
possible to reconfigure the control system in order to maintain
the manoeuvrability of the vehicle.[2]
In general cases, a failure occur due to the propeller stuck
in seaweed or a rope during the mission. In some cases can be
water penetration into the protection of the thrusters’ electronic
control, when this occurs, the mission may have to be partially
aborted and the vehicle is picked up for repairs.
978-1-4673-2124-2/12/$31.00 ©2012 IEEE
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But if the vehicle is equipped with a control loop that can
tolerate faults of the propellant, it is possible to reallocate
the thrusters’ forces so that the vehicle can still accomplish
its mission, despite the lack of good manoeuvrability. Having
this in mind, in this article was implemented a control law that
enables fault-tolerant vehicle to develop its desired trajectory
despite the existing faults.
For a control law with a higher degree of accuracy, it is
necessary to understand the physical phenomena that concern
the dynamics of the vehicle and their interactions [5].
The outline of this paper is to show the behaviour of the
thruster in some work condition, to realise how it will work
and predict the time response and some stress or motor’s
saturation. To make that analyses we will base on fundamental
physic equations. We already know that a fault in propeller
system will always happens in AUV by any reason, what
doesn’t matter at this time, with that concern we will try
to model a fault-tolerant control for all the thrusters coupled
in vehicle, to make it complete the desired trajectory with
lower error. After modelling the entire problem we will finally
simulate some thruster faults in different time, and show
results of this work in some graphs.
II. DYNAMICS MODELLING
A. kinematics modelling
In modelling the dynamics of underwater vehicles, it is
convenient to work with two reference systems, one called
inertial frame, which is located on land identified by (𝑋0 𝑌0 𝑍0 )
and other called body-attached frame, located at the center of
mass of the vehicle (XYZ), the formalism of Newton-Euler is
very useful to describe the complex motion of an underwater
vehicle with all six degrees of freedom possible, as seen in
Fig. 1.
Let be u,v,w linear velocity and p,q,r as angular velocity
of the vehicle, described at body-attached frame, which are
particularly well known as surge, sway, heave, roll, pitch
and yaw, respectively. To transforms those velocities at body-
attached frame to inertial frame, we can use a transformation
matrix .
184
 The propulsion of an underwater vehicle is performed by
⎡ ⎤
𝑐3 𝑐1 −𝑠3 𝑐2 + 𝑐3 𝑠1 𝑠2
𝑠3 𝑠2 + 𝑐3 𝑐2 𝑠1 activating the propellers of electric motors. The equation that
𝐽1 (𝜂1 ) = ⎣ 𝑠3 𝑐1 −𝑐3 𝑠2 + 𝑠1 𝑠3 𝑐2 ⎦ .
𝑐3 𝑐2 − 𝑠2 𝑠1 𝑠3 governs the physical torque(Q) and thrust force(T), developed
−𝑠1 𝑐1 𝑠2 𝑐1 𝑐2 by the thrusters, is given by [3] and [8] :
(1) 𝜌
The transformation matrix of angular velocity is given by: 𝑇 = 𝐶𝑇 (𝜎) [𝑉𝑤2 + (0, 7𝜋𝑛𝐷)2 ]𝜋𝐷2 . (4)
8
⎡ ⎤ 𝜌
1 𝑠 2 𝑡1 𝑐 2 𝑡1 𝑄 = 𝐶𝑄 (𝜎) [𝑉𝑤2 + (0, 7𝜋𝑛𝐷)2 ]𝜋𝐷3 . (5)
𝐽2 (𝜂2 ) = ⎣ 0 𝑐1 𝑠2 ⎦ . (2) 8
0 𝑠𝑐12 𝑐2
𝑐1 Where 𝐶𝑇 e 𝐶𝑄 are coefficients, that are function of the
In the above equations, we got c=cosine, s=sine, t=tangent, angle of advance of the thruster and obtained from hydrody-
and sub index of trigonometrical function are orientation namic characteristics curves of the thrusters.
angles, such, 1 = 𝜃, 2 = 𝜙, 3 = 𝜓. In Equation 6 we will assume that 𝜎 is the angle of advance
Where 𝜂1 and 𝜂2 are position and orientation components of propeller, 𝑉𝑤 is the speed with which water is directed for
at body-attached frame, respectively 𝜂1 = [𝑥𝑦𝑧]′ and 𝜂2 = the propeller, D is the diameter of the propeller and n is the
[𝜙𝜃𝜓]′ . Based on this information above, it is possible to number of revolutions per second of the propeller, and speed
describe the kinematic equations of an underwater vehicle. of water entering the propeller 𝑉𝑤 is considered equal to the
velocity component on the vehicle parallel to the line of action
B. Dynamics Modelling of the propeller, so we have that 𝜎 =0.
The equation which describes the dynamic movement of the
𝑉𝑊
underwater vehicle can be found in various literature, based 𝜎 = tan−1 ( ). (6)
on [5], we have: 0, 7𝜋𝑛𝐷

𝑀 (𝑞)𝜔˙ + 𝐶(𝑞, 𝜔) + 𝐷(𝑞, 𝜔) + 𝐺(𝑞) = 𝜏. (3) Thus we can write 4 and 5 into:

Where 𝑀6𝑥6 is the matrix of inertia of the vehicle, including

the rigidity matrix and additional mass, 𝐶6𝑥1 is the vector with 𝑇 = 𝑇∣𝑛∣𝑛 ∣𝑛∣𝑛. (7)
the terms relating to the centrifugal effects and Coriolis forces. 𝑄 = 𝑄∣𝑛∣𝑛 ∣𝑛∣𝑛. (8)
𝐷6𝑥1 and 𝐺6𝑥1 are respectively the vectors of the drag forces 4
and restoring forces of the vehicle (gravity and buoyancy). Where 𝑇∣𝑛∣𝑛 = 𝐶𝑇 (0)𝜌(0, 7)2 𝜙3 𝐷8 is the buoyancy co-
5
𝜏6𝑥1 is the vector of generalized forces and moments of the efficient and 𝑄∣𝑛∣𝑛 = 𝐶𝑄 (0)𝜌(0, 7)2 𝜙3 𝐷8 is the torque
vehicle. 𝑞6𝑥1 is the vector of generalized coordinates, denote coefficient, in both cases the speed of water in toward the
the position and orientation of the vehicle in the inertial frame propeller are neglect.Electric motors of direct current was used
and finally 𝜔6𝑥1 is the vector of linear and angular velocities as actuators, and its dynamic equation is described bellow
relative to the body-attached frame [3].
C. Thruster Model 𝑑𝑖𝑎
𝐿𝑎 = −𝑅𝑎 𝑖𝑎 − 2𝜋𝐾𝑚 𝑛 + 𝑉𝑎 . (9)
The importance of modelling the propulsion system is the 𝑑𝑡
need to quantify the relationships which establish a proper Where 𝑖𝑎 is the armature current, 𝑉𝑎 is the motor input
mapping between the required control effort by the controller voltage, 𝑅𝑎 is the armature resistance , 𝐿𝑎 is the inductance
and the actuators of the vehicle [1]. The dynamic of the of the armature and 𝐾𝑚 is the electromagnetic constant of the
thruster may be divided into two parts: DC motor. It’s used 2𝜋 to express motor a angular speed in
∙ Hydrodynamics, interaction between the fluid, the pro- rad/s. The time constant of the circuit of the motor is smaller
peller and the vehicle. than its mechanical time constant [3], so 𝐿𝑎 𝑑𝑖𝑑𝑡𝑎 is neglected.
∙ Dynamic of the actuator, that the major of the cases is Once it has been
electric motor DC.
−𝑅𝑎 𝑖𝑎 − 2𝜋𝐾𝑚 𝑛 + 𝑉𝑎 = 0. (10)

The dynamic equation of the thruster is finally represented

by:
𝑑𝑛
2𝜋𝐽𝑝 = 𝑇𝑚 − 𝑄. (11)
𝑑𝑡
Where 𝐽𝑝 is the moment of inertia resulting from the
propeller and rotor, 𝑇𝑚 is the torque of the motor DC, and
Q is the resistant torque due to fluid dynamic interactions
between the thruster and water. For this study was used a
Fig. 1. Kinematics Frames of an underwater vehicle. permanent magnet motor as soon as it is considered that the

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 torque is directly proportional to the applied current, and can
be described as:
𝑇 𝑚 = 𝐾𝑚 𝑖 𝑎 . (12)
Applying some techniques of algebra in the equations
described above, it is possible to find an equation that relates
the dynamics of the motor input voltage and the force exerted
by the propeller, see Fig. 2:
2
𝐾𝑚 𝑛 𝑅𝑎
˙ 𝑝 + 2𝜋
𝑉 = [2𝜋 𝑛𝐽 + 𝑄∣𝑛∣𝑛 ∣𝑛∣𝑛] . (13)
𝑅𝑎 𝐾𝑚
Fig. 3. Thrusters Configuration
III. FAULT-T OLERANT C ONTROL
A fault of the underwater vehicle occurs for several reasons,
Where 𝜏1𝑥𝑚 is the vector of the generalized forces, 𝐵6𝑥𝑚
mostly sources are mechanical problems, the latter being the
is the matrix of the thruster configuration, that brings precious
breaking of the thruster or DC motor, the uncoupling of the
propeller shaft of the engine, from seaweed by screwing or information of the geometric configuration of the thrusters,
𝑇𝑚𝑥1 , is the vector of the each thruster force applied, 14, can
lines on the propeller.
be rewritten as:
The detection of these faults is relatively simple to be
diagnosed, enough to analyse the electric current consumed ( ) ( )( )
𝜏𝐻 𝐵𝐻 𝑂3𝑥2 𝑇𝐻
by the motor of the propellant when it is relatively low or = . (15)
𝜏𝑉 𝑂2𝑥4 𝐵𝑉 𝑇𝑉
high, can indicate that there is the existence of faults in the
propellant. In this paper it is assumed that the faults are Where, 𝜏𝐻 = [𝐹 𝑥, 𝐹 𝑦, 𝑀 𝑧]𝑇 is the horizontal components
likely to be detected immediately when they occur during the of generalized reactions, and 𝜏𝑉 = [𝐹 𝑧, 𝑀 𝑦]𝑇 vertical com-
mission. ponents of generalized reactions, 𝑇𝐻 = [𝑇 1, 𝑇 2, 𝑇 3, 𝑇 4]𝑇 is
In general to relate the generalized force vector 𝜏 with the the horizontal forces applied by each thruster respectively and
vector of forces applied individually to each thruster, we must finally, 𝑇𝑉 = [𝑇 5, 𝑇 6]𝑇 the vertical forces. It’s important to
consider that the vehicle has ’m’ propellers, with m≥6, for describe the matrix 𝐵𝐻 and 𝐵𝑉 , which are the components
the six possible degrees of freedom. In this paper we will horizontal and vertical of the matrix of thruster configuration
consider a vehicle that is capable of moving along the three respectively. This division was made between horizontal and
dimensions and using their thrusters to provide only 5 degrees vertical to facilitate the calculation and visualization of math-
of freedom. We’d prefer to not use the roll motion because, ematical problem in question.
it is automatically stabilized by floaters of the vehicle, being ⎛ ⎞
unnecessary the spent computation efforts to control it. As 1 1 0 0
shown in Fig. 3 based in work done by [2], we have the 𝐵𝐻 = ⎝ 0 0 1 1 ⎠. (16)
distribution of thrusters in the vehicle, that will provide de −𝑎 −𝑎 𝑏 −𝑏
movement of the vehicle. Therefore we can write. ( )
1 1
𝐵𝑉 = . (17)
−𝑐 𝑐
𝜏 = 𝐵𝑇. (14)
Where, ”a”, ”b” e ”c”, are the distances of the thruster from
the center of gravity of the vehicle.
For fault-tolerant control cases will be analysed below, this
control law was developed by [2].
A. No Fault
In this case, the vertical thruster forces for vertical motion
can be obtained by inversion of 𝐵𝑉 , but the horizontal ones
need a special way to be obtained by using pseudo-inversion
of 𝐵𝐻 , thus 𝑇𝐻 is given as:

−1 𝑇 −1 𝑇 −1
𝑇𝐻 = 𝑊𝐻 𝐵𝐻 (𝐵𝐻 𝑊𝐻 𝐵 𝐻 ) 𝜏𝐻 . (18)
Where,𝑊𝐻 = 𝑑𝑖𝑎𝑔(𝜔1 , 𝜔2 , 𝜔3 , 𝜔4 ) is a weighting matrix,
𝜔𝑖 > 0, 𝑊𝐻 = 𝐼4𝑥4 , it is a identity matrix. 𝜏𝐻 and 𝜏𝑉 are
obtained as show bellow. Let F and M be the resultant force
and moment applied to the vehicle. The force F will be given
Fig. 2. Block Diagram of the Thruster by:

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 IV. S IMULATION
𝐹 = 𝜅𝜗 (𝜗𝑟 − 𝜗). (19) We performed a computer simulation to verify the dynamic
According [2] 𝜅𝜗 = 𝜅𝜌 ∣∣𝜌𝑟 − 𝜌∣∣, if 𝜗𝑟 > 𝜗𝑚𝑎𝑥 then , model of the thruster in question is compatible with other
𝜗𝑟 = 𝜗𝑚𝑎𝑥 else 𝜗𝑟 = −𝜗𝑚𝑎𝑥 . 𝜗𝑟 and 𝜗 are desired and models studied in the literature, such as [4], [7] and [8]. Using
current translational velocity. 𝜌𝑟 and 𝜌 are the goal and current parameters for the thruster, described in [3] as seen in table I:
position. and 𝜅𝜗 𝑎𝑛𝑑𝜅𝜌 are control gains, and both higher then Another parameters used in simulation is used too by
zero.In a similar way, the moment applied is given by: [2], they are as follows: m=390kg is the mass of vehicle;
Ix=26.34𝑘𝑔𝑚2 ; Iy=305.67𝑘𝑔𝑚2 ; Iz=305.67 𝑘𝑔𝑚2 are the
𝑀 = 𝜅𝜔 (𝜔𝑟 − 𝜔). (20) moments of inertia; Xup=-49.12; Yvp=-311.52; Zwp=-311.52;
Kpp=0; Mqp=-87.63; Nrp=-87.63; are the derivative terms of
According [2], 𝜔𝑟 = 𝜅𝜃 (𝜃𝑟 − 𝜃), if 𝜔𝑟 > 𝜔𝑚𝑎𝑥 then, 𝜔𝑟 = the added mass, Xu=-20; Yv=-200; Zw=-200; Kp=-10;Mq=-
𝜔𝑚𝑎𝑥 else, 𝜔𝑟 = −𝜔𝑚𝑎𝑥 . 𝜔𝑟 and 𝜔 are a desired and current 200; Nr=-200; are the terms related of the coefficients of the
rotational velocity. 𝜃𝑟 and 𝜃 are goal and current rotational linear skin friction, Xuu=-30; Yvv=-300; Zww=-300; Kpp=-
angle. 𝜅𝜔 and 𝜅𝜃 are control gains, and both higher then zero. 10; Mqq=-300; Nrr=-300; are the coefficients of the quadratic
B. One horizontal is faulty drag, (xG=0; yG=0; zG=0.15) is the center of mass of the
vehicle; (xB=0; yB=0; zB=-0.15) is the center of buoyancy
When a horizontal thruster faults, we can calculate the of the vehicle; (a=0.47; b=0.8; c=0.63) is the distance from
resultant forces exactly equal to the case when no faults, the center of the vehicle to thrusters; g=9.8 𝑚/𝑠2 gravity
because the matrix isn’t still square, becoming necessary to acceleration; kp=0.5; 𝑘𝜃 = 𝑘𝜌 ; 𝑘𝜂 =1000; 𝑘𝜔 = 𝑘𝜂 ; are the
use the resource of the pseudo-inverse. The thruster can exert gains of the controller. The maximum input voltage (V) is
a horizontal force required to follow the desired path, as if a saturated in ±24 Volts, once it is a limitation of the cc motor
no fault case and we can still use the same equation 15, 16 used.
and 17. Vertical thrusters forces are given by inversion of 𝐵𝑉 ,
just like the case above. A. Thruster System
C. Two horizontal thrusters are faulty A series of simulations was performed to verify the be-
haviour of the thruster in different input voltage signal, first
The vertical forces is unchanged, but in this turn horizontal test was made with a triangular inputs and analysed the
thruster force is calculated in a little different way, and we resulting force of the propellant, after the same test was made,
have two different cases. but with a square input signal.
1) Thruster 3 and 4 are faulty: When these thrusters are The advantage of testing a long period triangular wave
faulty. 18 can be reduce to: input is to provide steady state results for forward and reverse
( ) ( )( ) thruster behaviour. Fig. 4, 5, shows the thruster force versus
𝐹𝑋 1 1 𝑇1
= . (21) time, and input voltage versus time. We can see that thruster
𝑀𝑍 −𝑎 𝑎 𝑇2
system model, is capable to provide forces with magnitude
AUV can track a planned path given on a horizontal axis around 80 N.
by using thruster 1 and 2 and the two remained thruster can
accomplish a given mission[2]. B. Simulator
2) Thruster 1 and 2 are faulty: Similar to the case when Our simulator is based on the following sequences, it is first
thruster 3 and 4 are malfunctioned, we can rewritten into: generated a trajectory for the AUV track this path, then with
( ) ( )( ) the coordinates given, it will be calculated the required force,
𝐹𝑌 1 1 𝑇3
= . (22) and then it will be converted to a voltage signal, that electrical
𝑀𝑍 𝑏 −𝑏 𝑇4 sign, will pass through the dynamic thruster , generating the
Setting the weights related to the two faulty thrusters as required forces for movement. By following is the generation
infinite values, the forces exerted by 1 and 2 thrusters can be of faults in the propulsion system, Fi = 0, where i = 1-6. The
obtained by 18, but it’s more efficient using 21. thruster fault-toleration control block will relocate the forces
to remaining thrusters. Finally this forces will pass to block
D. Any two concurrent thrusters are faulty
When any pair of horizontal thrusters are with faults like
TABLE I
(1,3) or (1,4) or (2,3) or (2,4) the thruster force can be
S IMULATION PARAMETERS
calculated by:
⎛ ⎞ ⎛ ⎞ Parameters Unit(SI) Description
𝐹𝑋 1 0 ( ) Ra=0.072 ohms Motor Resistance
⎝ 𝐹𝑌 ⎠ = ⎝ 0 1 ⎠ 𝑇 𝑖 . (23) Km=0.362 Nm/A Motor Torque Constant
𝑇𝑗 𝑘𝑔𝑚2
𝑀𝑍 𝛽 𝛾 Jp=0.1 Thruster inertia
Ro=1025 𝑘𝑔/𝑚3 Water of the density
When i=1 𝛽 = −𝑎, when i=2 𝛽 = 𝑎, when j= 3 𝛾 = 𝑏, and Tnn=0.78896 N/𝑟𝑝𝑠2 Force Constant
finally when j=4 𝛾 = −𝑏. Qnn=0.0604 Nm/𝑟𝑝𝑠2 Torque Constant

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 the kinematics and dynamics of the vehicle which generates
real
the required movement, and thus feedback the system with desired
the current position and velocity of the vehicle. As shown in
2
figure 6.
C. Thruster Fault-Tolerant Control 0

In our simulation, we will show the results for two cases −2

Z
to demonstrated the effectiveness of the proposed control loop
model. In case one, AUV is designed to track the desired path −4
without any thruster fault, and other case a fault will occur.
Our vehicle will track the path shown in Fig. 7, at first it −6
2
will submerge 5 meters, then the vehicle will move -5 meter at 0 6
X axis, then will back to zero in X axis and 3 meters forward −2 4
in Y axis, in the next step the vehicle will move only 2 meters −4 2
in Y axis after this, will move again -5 meter in X axis, and Y −6 0 X

finally the vehicle will emerge 5 meter.

In case one, none thruster is broken, so as seen in Fig. 7,
the vehicle can track the desired pathway without saturating
any thruster see Fig. 8 and with a little path error, Fig. 9.
In case two,thruster number four, that provide movement
in Y axis, will fault at 100 seconds, and the thruster one,
30
20
10
Voltage(V)
Fig. 7. AUV Pathway error Case 2
that provides movement in X axis, will fault at 200 seconds.
When the fault occurs in the thrusters is clearly seen that
there is a slight disorientation of the vehicle, as show in 10,
100
subsequently corrected by control loop, reallocating forces to
remaining thrusters shown in fig. 11. It is evident that with a
malfunction in the thruster, the trajectory errors in each degree
50
of freedom in the case 2 is greater than in the case 1, as seen

Force(N)

in fig. 12.
0 0

−10
−50 Thruster 1 Thruster 2
−20
Force(N)

Force(N)
1 2
0 0
−30 −100 −1 −2
0 20 40 60 80 0 20 40 60 80 0 100 200 300 400 500 0 100 200 300 400 500
Time(s) Time(s) Time(s) Time(s)
Thruster 3 Thruster 4
Force(N)

Force(N)

20 20
Fig. 4. Triangular Force and velocity 0 0
−20 −20
0 100 200 300 400 500 0 100 200 300 400 500
Time(s) Time(s)
Thruster 5 Thruster 6
30 100
Force(N)

Force(N)

20 20
0 0
20 −20 −20
0 100 200 300 400 500 0 100 200 300 400 500
50 Time(s) Time(s)
10
Voltage(V)

Force(N)

0 0 Fig. 8. Thruster’s Forces Case 1

−10
−50 Error X Error Y Error Z
−20 0.05 0.4 0.4

0 0.2 0.2
Error(m)

Error(m)

Error(m)

−30 −100
0 2 4 6 8 0 2 4 6 8 −0.05 0 0
Time(s) Time(s)
−0.1 −0.2 −0.2

−0.15 −0.4 −0.4

Fig. 5. Quadrangular Force and velocity 0 200 400 0 200 400 0 200 400
Time(s) Time(s) Time(s)
−4 Error θ −3 Error ψ −4 Error φ
x 10 x 10 x 10
1 2 4

0.5 2
Error(m)

Error(m)

Error(m)

0
0 0
−2
−0.5 −2

−1 −4 −4
0 200 400 0 200 400 0 200 400
Time(s) Time(s) Time(s)

Fig. 6. Block diagram of the simulator Fig. 9. Errors in degrees of freedom Case 1

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 error in degrees of freedom and an approach to reallocated the
thruster forces to remaining ones, without saturate any thruster,
1 when a fault occur.
0 And finally we have presented results from computer sim-
−1 ulations to demonstrate the efficacy of the proposed control
−2 technique. It’s clearly seen in fig. 9,12 that the error in
Z

−3
trajectory with and without fault is minimal,and the maximum
−4
magnitude of the error is around 0.4, proving the efficiency of
−5
the control law.
−6
1
0 ACKNOWLEDGEMENTS
−1
−2
6
This project was aided by Center for Advanced Studies on
−3 5
−4
2
3
4
Dam Safety (CEASB) and by Araucaria Foundation.
−5 1
−6 0
Y −1
X R EFERENCES
[1] Eric Conrado de Souza, ”Model and Control of unmanned underwater
Fig. 10. AUV Pathway error Case 2 vehicles”,Sao Paulo, 2003. 168 p. Master’s Thesis in Mechanical En-
gineering, Escola Politecnica da Universidade de Sao Paulo, Conselho
Nacional de Desenvolvimento Cientifico e Tecnologico,
Thruster 1 Thruster 2 [2] Jin-Kyu Choi and Hayato Kond, ”On Fault-tolerant control of a hovering
Force(N)

Force(N)

50 50 AUV with four horizontal and two vertical thrusters”, OCEANS 2010
0 0 IEEE - Sydney, vol. 1, May 2010.
−50 −50 [3] Adilson Melcheque Tavares, ”A study about model and control of un-
0 200 400 0 200 400
Time(s) Time(s) manned underwater vehicles”, Rio Grande do Sul, 2003. 218 p. Master’s
Thruster 3 Thruster 4 Thesis in Oceanic Engineering, Universidade Federal do Rio Grande.
Force(N)

Force(N)

50 0
−20 [4] A. J. Healey, S.MRock, S. Cody, D. Miles, and J. P. Brown, ”Toward an
0
−40 improved understanding of thruster dynamics for underwater vehicles,”
−50
0 200 400 0 200 400 IEEE J. Oceanic Eng., vol. 29, pp. 354-361, Oct. 1995
Time(s) Time(s) [5] Fossen, Thor I. ”Guidance and Control of Ocean Vehicles”. Chichester:
Thruster 5 Thruster 6
Force(N)

Force(N)

20 20 John Wiley and Sons, 1994. 480 p.

0 0 [6] T. K. Podder,G. Antonelli, and N. Sarkar, ”Fault-tolerant control of an
−20 −20 autonomous underwater vehicle under thruster redundancy”.Robotics and
0 200 400 0 200 400
Time(s) Time(s) autonomous systems, vol. 34, n. 1, pp. 39-52(14), Jan 2001.
[7] S. E. Cody, ”An experimental study of the response of small tunnel
thrusters to step and triangular wave inputs, M.S.M.E. Thesis, Naval
Fig. 11. Thruster’s Forces Case 2 Postgraduate School, Monterey, CA, 1992.
[8] L. L. Whitcomb and D. R. Yoerger, ”Comparative experiments in the dy-
namics and model-based control of marine thrusters,” in Proc. IEEE/MTS
Error X Error Y Error Z
0.2 0.5 0.4 Oceans’95,vol. 2, 1995,pp 1019-1028.
0.1 0.2
Error(m)

Error(m)

Error(m)

0 0 0

−0.1 −0.2

−0.2 −0.5 −0.4

0 500 0 500 0 500
Time(s) Time(s) Time(s)
−4 Error θ Error ψ −4 Error φ
x 10 x 10
5 0.2 5

0.1
Error(m)

Error(m)

Error(m)

0 0 0

−0.1

−5 −0.2 −5
0 500 0 500 0 500
Time(s) Time(s) Time(s)

Fig. 12. Errors in degrees of freedom Case 2

V. C ONCLUSION
In this paper, we had modelled a thruster with a lot of
details of thruster dynamics and other physics phenomena
in its boundary that can make our simulation a little more
realistic. After analysing the thruster response with triangular
and square sign wave, we can conclude that our thruster model
is consistent with the model used by [4], [7] and [8].
We have also demonstrated a control law that allows the
AUV to track the desired pathway with a little reduction of

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