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IFAC PapersOnLine 54-16 (2021) 356–363
Evaluation
Evaluation of
of Dynamic
Dynamic Coupling
Coupling Intensity
Intensity and
and Passive
Passive Attitude
Attitude Control
Control of
of
Evaluation of Dynamic
Underwater Coupling Intensity
Vehicle-Manipulator and Passive
SystemsAttitude Control of
Evaluation of Dynamic
Underwater
Evaluation of Dynamic
Underwater Coupling Intensity
Vehicle-Manipulator
Coupling and Passive
Intensity and Passive
Vehicle-Manipulator Systems
SystemsAttitude
Attitude Control of
Control of
Éverton
Éverton
Underwater
Éverton L.
L. de Oliveira.
Underwater
L. de
de Oliveira.
Vehicle-Manipulator
Oliveira. Gabriel
Gabriel S. Belém.
Belém. Rodrigo
Rodrigo M.
Vehicle-Manipulator
Gabriel S.
S. Belém. Rodrigo M.
Systems
M. Morais.
Morais. Décio C.
Systems
Morais. Décio C. Donha
Décio C.
Donha
Donha
Éverton
Éverton L.
L. de
de Oliveira.
Oliveira. Gabriel
Gabriel S.
S. Belém.
Belém. Rodrigo
Rodrigo M.
M. Morais.
Morais. Décio
Décio C.
C. Donha
Donha
Éverton L. Lab. of Dynamic
Dynamic and Rodrigo
Control (LDC)
(LDC)
L. de
de Oliveira. Gabriel S. Belém. M. Morais. Décio C.
C. Donha
Lab. of and Control
Éverton Oliveira.
Polytechnic
Polytechnic School
School of
Gabriel
Lab.
of Lab.
of
of S.of
University
Lab. Belém.
Dynamic
of Dynamic
of São
Dynamic
University
and
Sãoand
Rodrigo
Control
Control
Paulo
and Control
Paulo
M.
(LDC)
(LDC)
(USP), São Morais.
São Paulo,
(LDC)
(USP),
Décio
Paulo, CO
Donha
CO 05508-030
05508-030
Polytechnic
Polytechnic School of University of São Paulo (USP), São Paulo, CO 05508-030
Polytechnic School
School of University
of Lab.
Brazil
Brazil
Lab.
of
of São
of Dynamic
(Tel:
University
(Tel:
of Dynamic
Paulo
and (USP),
Control
+55-11-3091-5779;
São Paulo (USP),
+55-11-3091-5779;
and Control
São
São Paulo,
(LDC)
(LDC) Paulo, CO
CO 05508-030
05508-030
Polytechnic
e-mail: School of
ev_lins@usp.br, Brazil
Brazil (Tel:
University of
(Tel: +55-11-3091-5779;
São Paulo (USP),
+55-11-3091-5779;
gbelem4@usp.br, São
rodmorais@usp.br,Paulo, CO 05508-030
decdonha@usp.br)
e-mail: ev_lins@usp.br,
Polytechnic School of Brazil (Tel:
University of +55-11-3091-5779;
gbelem4@usp.br,
São rodmorais@usp.br,
Paulo (USP), São decdonha@usp.br)
Paulo, CO 05508-030
e-mail:
e-mail: ev_lins@usp.br, gbelem4@usp.br, rodmorais@usp.br,
Brazil (Tel: +55-11-3091-5779; decdonha@usp.br)
e-mail: ev_lins@usp.br,
ev_lins@usp.br, gbelem4@usp.br,
gbelem4@usp.br, rodmorais@usp.br,
rodmorais@usp.br,
Brazil (Tel: +55-11-3091-5779;
decdonha@usp.br)
decdonha@usp.br)
Abstract: e-mail:
Abstract: In the
In ev_lins@usp.br,
the future, gbelem4@usp.br,
underwater manipulation rodmorais@usp.br,
are intended decdonha@usp.br)
tasks are to be
be performed by
by moving
In the future,
Abstract: e-mail:
Abstract:
underwater
ev_lins@usp.br,
future, manipulation
gbelem4@usp.br,
underwater tasks
tasks are intended
manipulation rodmorais@usp.br, to
to be performed
performed by moving
intended decdonha@usp.br) moving
Abstract:
base
base robots,In
robots, the
the future,
namely
Innamely future, underwater
Underwater
underwater
Underwater manipulation
manipulation tasks
Vehicle-Manipulator
Vehicle-Manipulator are
are intended
Systems
tasksSystems intended(UVMSs).
(UVMSs). to
to be
be performed
However, the
performed
However, by
by moving
the manip-
moving
manip-
base
Abstract:
base robots,
robots, In namely
the
namely future,Underwater
underwater
Underwater Vehicle-Manipulator
manipulation
Vehicle-Manipulator tasks Systems
are
Systems intended(UVMSs).
(UVMSs). to be However,
performed
However, the
by
the manip-
moving
manip-
ulation
base
Abstract:
ulation taskIninduces
robots,
task induces
namely
the reaction
future,Underwater
reaction forces
underwater
forces and torques on
Vehicle-Manipulator
manipulation
and torques ontasksthe underwater
the underwater
Systems
are intended vehicle,
(UVMSs). to
vehicle,be affecting
However,its
performed
affecting its
the
by position-
manip-
moving
position-
ulation
base
ulation task
robots,
task induces
namely
induces reaction
Underwater
reaction forces
forces and
and torques
Vehicle-Manipulator
torques on
on the
the underwater
Systems
underwater vehicle,
(UVMSs).
vehicle, affecting
However,
affecting its
the
its position-
manip-
position-
ulation
ing.
base
ing. task induces
Therefore,
robots,
Therefore, namely it is
it reaction
is necessary
necessary
Underwater forces
to and torquesfor
to Vehicle-Manipulator
compensate
compensate foronthese
the underwater
these disturbances
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disturbances vehicle,
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to performaffecting
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ulation
ing. Therefore,
task
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it is
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and
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on
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these disturbances
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vehicle,
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ulation task
control of
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of the UVMS
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on the disturbances
underwater
underwater vehicle. to
vehicle,
vehicle. For
perform this
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to keeping
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evaluate the of
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vehicle.
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perform
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ing. Therefore,
presents a new it is necessarytotoevaluate
methodology compensate the for theseofdisturbances
intensity the dynamic tocoupling
perform as theacoordinated
function of
presentsofaa the
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presents newUVMS
new methodology
methodology or the to evaluate
station
to evaluate
keeping the of
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intensity of the
underwater
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sake,
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this paperof
of
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presents ofa new
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to
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keeping theWith
of such
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frequency
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aa range
new methodology
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intensity information
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synthesized
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with the proposed
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of UVMSs.control.
control. The simulation results show
good
tion,
Copyright attenuation
a passive
© 2021for for
control the ispitch
ThetheAuthors. oscillations
synthesized for
This is an open with
the the
attitude
access proposed
of
article UVMSs.control.
under The simulation
the CC BY-NC-ND results
licenseshow
Keywords:
good
Keywords: attenuationUnderwater
Underwater Vehicle-Manipulator
pitch oscillations
Vehicle-Manipulator with System,
the
System, Dynamic
proposed
Dynamic Coupling,
control.
Coupling, Passive Control.
Passive Control.
Keywords:
good attenuationUnderwater
(https://creativecommons.org
Underwater for theVehicle-Manipulator
pitch/licenses/by-nc-nd/4.0/)
oscillations with
Vehicle-Manipulator System,
the proposed
System, Dynamic
Dynamic Coupling,
control.
Coupling, Passive Control.
Keywords:
Keywords: Underwater Vehicle-Manipulator System, Dynamic Coupling, Passive Passive Control.
Control.
Keywords: Underwater Vehicle-Manipulator
Keywords: Underwater Vehicle-Manipulator System, System, Dynamic Coupling, Passive Control.
et al.
et al.Dynamic
(2014), where
(2014), Coupling,
where the pitch
the Passive
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angle is found
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coupling severely
reactions between affects
generatedthe the
by
un- cle
plores
cle
is and
and
proposed manipulator
the bandwidth
manipulator
by Canudas to
to get
difference
getde partially
between
partially
Wit et decoupled
decoupled
al. the
(1998). subsystems.
underwater
subsystems.
This scheme vehi-As
As
ex-
control ofvehicle
UVMSs. More precisely, the reactions
reactions generated by cle
derwater
control
the
the motion
control
motion
derwater of UVMSs.
of the
ofvehicle
UVMSs.
of the and Moremanipulator,
manipulator
More
manipulator
and precisely,
precisely,
manipulator, are seen
are which
the
seen
which as severely
as disturbances
the reactions
disturbances
severely affects
generated
generated on the
on
affects by cle
by
the
the ploresandthe
and
reported
cle and
reported
plores
manipulator
theby
by bandwidth
manipulator
Canudas
manipulator
Canudas
bandwidth
tode
to
tode
get
difference
get
Wit
get
Wit
difference
partially
et
et between
partially
al.
partially
al.
decoupled
decoupled
(1998),
decoupled
(1998),
between the
the
the
the
subsystems.
underwater
subsystems.
robust
robust
underwater vehi-
control
subsystems.
control
vehi-
As
As
Asis
is
the
the motion
control
motion
underwater of of
UVMSs.
of
vehicle,the
the manipulator
More
manipulator
affecting precisely,are
are
itsare seen
the
seen
position as disturbances
reactions
as disturbances
and attitude. generated on
on
Also, the
by
the
the reported
cle and
reported by Canudas
manipulator
by Canudas tode
de Wit
get
Wit et al.
partially
et al. (1998),
decoupled
(1998), the
the robust control
subsystems.
robust control Asis
is
the motion
underwater
control of of
vehicle,
UVMSs. the manipulator
affecting
More its
precisely, seen
position
the asanddisturbances
attitude.
reactions on the
Also,
generated by only
reported
only
cle needed
needed
and on the
by Canudas
on
manipulator the underwater
underwater
todeget vehicle
Witpartially
et vehicle
al. (1998), oncethe
once
decoupled therobust
the response
response
subsystems. of the
control
of the
Asis
underwater
the motion
underwater
positioning vehicle,
of
vehicle,
errors the on affecting
manipulator
affecting
the its
its
underwater areposition
seen
position
vehicleasand
and attitude.
disturbances
attitude.
are reflected Also,
on
Also,on the
the
the only
reported
only needed
needed by on
Canudas
on the
the underwater
de
underwaterWit et vehicle
al. (1998),
vehicle once
once thethe
the response
robust
response of
control
of the
is
the
underwater
positioning
the motion vehicle,
errors
of the on affecting
the
manipulator itsare
underwater position
vehicle
seen asand attitude.
are reflected
disturbances Also,on
on the manipulator
only needed
manipulator
reported by is too
on
is too
Canudas fast.
thefast. de Podder
underwater
Podder
Wit et &
&al.Sarkar
vehicle
Sarkar
(1998), (2004)
once
(2004)
the proposed
therobust
response
proposed a dy-
of
a
control dy-
the
is
positioning
underwater
positioning
manipulator errors
vehicle,
errors
through on
on the
the underwater
affecting
the its
underwater
kinematic vehicle
position
vehicle
coupling. and are
are
This reflected
attitude.
reflected
resultAlso,
inon
on the
poor manipulator
only needed
manipulator is
on
is too
the
too fast. Podder
underwater
fast. Podder & Sarkar
vehicle
& Sarkar (2004)
once the
(2004) proposed
response
proposed aa dy-
of the
dy-
positioning
manipulator errors
through on the underwater vehicle are reflected on the namic-based
manipulator motion
is too planning
fast. Podder for
& UVMSs
Sarkar to
(2004) solve the
proposed inverse
a dy-
underwater
manipulator
positioning
vehicle,
through the kinematic
affecting
kinematic coupling.
its position
coupling. andThis
attitude.
This result
result in
inonpoor
Also, poor namic-based
only needed on
namic-based motion planning
the underwater
ismotion planning for UVMSs
vehicle
for UVMSs oncetoto solve
the the
response
solve the inverse
of the
inverse
manipulatorerrors
manipulator
end-effector
end-effector
positioning through
positioning
through
positioning
errors on
on the underwater
the kinematic
and compromises
compromises
kinematic
and
underwater vehicle
coupling.
coupling.
vehicle are
the
theThis
This
are reflected
tasks.
tasks. result
result in
reflected the
inonpoor
poor
the manipulatorconsidering
namic-based
kinematics
namic-based
kinematics
manipulator too fast.
motion
motion
considering
is too fast. Podder
planning
the
planning
the
Podder & Sarkar
for
different
for
different
& Sarkar
UVMSs
UVMSs (2004)
bandwidth
bandwidthto
to solve
(2004) solveproposed
the aa dy-
the inverse
characteristics
inverse
characteristics
proposed dy-
end-effector
manipulator
end-effector positioning
through
positioning the and compromises
and compromises
kinematic coupling. the
the tasks.
This
tasks. result in poor kinematics
namic-based
kinematics considering
motion
considering the
planning
the different
for
different UVMSsbandwidth
bandwidthto solvecharacteristics
the inverse
characteristics
end-effector through
manipulator positioning thewas and compromises
kinematic coupling. the tasks.
This result in poor of of the system.
kinematics
the
namic-based system. This scheme
considering
This
motion scheme
planning uses
the uses the
different
forthe Fourier
bandwidth
Fourier
UVMSs series
toseries
solve tothe
distribute
characteristics
to distribute
inverse
The dynamic coupling studied by some authors. In McLain of the system. This scheme
The
The
The
dynamic
end-effector
dynamic
end-effector
dynamic
coupling
positioning
coupling
positioning
coupling
was
was
was
and
and
studied
compromises
studied
compromises
studied
by
by
by
some
some
some
authors.
the tasks.
authors.
the tasks.
authors.
In
In
In
McLain
McLain
McLain
kinematics
of
the
of
the the
slow
the
slow
kinematics system.
system.
and considering
This
andconsidering
fast
This
fast parts
partsscheme
schemeof theuses
the
ofthe
the uses
the
different
uses the
trajectory
the
trajectory
different
Fourier
bandwidth
Fourier
between
Fourier
between
bandwidth
series
series
seriesthe
to
to
distribute
characteristics
the to distribute
underwater
distribute
underwater
characteristics
et
The
et al.dynamic
al. (1996), coupling
(1996), aaa coordinated
coordinated controlby
was studied
control is some
is proposed
proposed authors.for the
for the station- the
In McLain
station- of the
the slow
the
slow and
system. fast
This
andmanipulator,
fast parts
partsschemeof
of the
the trajectory
uses the Fourier
trajectory between
Fourier
between seriesthe tounderwater
theto distribute
underwater
vehicle and respectively, which reduces the cou-
et
The
et
The
al.dynamic
et al.
keeping(1996),
(1996),
al.dynamic
keeping(1996),
of aa coordinated
coupling
of aa UVMS
UVMS
coupling was
composed
coordinated
composed
control
was studied
control
studied of aaby
of
is
by
proposed
some
small
is
small
some authors.
Autonomous
proposed
Autonomous
authors.
for
for the In
the
In Under- the
station-
McLain
station-
Under-
McLain
of slow
vehicle
vehicle
the slow
vehicle
and
and
system.
and
and
and
fast
This parts
manipulator,
manipulator,
fast parts
manipulator,
schemeof
of
the trajectory
respectively,
uses the
respectively,
the trajectory
respectively,
between
which
which
between
which
the
reduces
series
reduces
the
reduces
underwater
the
the cou-
distribute
cou-
underwater
the cou-
keeping
et al. of
(1996), a UVMS
a composed
coordinated control of a small
is Autonomous
proposed
small Autonomousfor the Under-
station-
Under- pling.
vehicle
pling.
the slow An
An and
andinexact
inexact
fast feedback
manipulator,
feedback
parts of the linearization
respectively,
linearization
trajectory to
which
to
betweencompensate
reduces
compensate
the for
the
for
underwater the
cou-
the
water
keeping
water
et al. Vehicle
of a UVMS
Vehicle
(1996), a (AUV)
(AUV)
coordinated and
composed
and of
of a
a one-link
of a is
one-link
control small cylindrical-shaped
Autonomous
cylindrical-shaped
proposed for the ma-
Under-
ma-
station- pling.
vehicle
pling. An
An and inexact feedback
manipulator,
inexact feedback linearization
respectively,
linearization to
which
to compensate
reduces
compensate for
the
for the
cou-
the
water
keeping
water Vehicle
of
Vehicle a UVMS (AUV)
(AUV) and
composed
and of
of a
a one-link
of a
one-link small cylindrical-shaped
Autonomous
cylindrical-shaped ma-
Under-
ma- dynamic
pling.
dynamic
vehicle An coupling
and inexact
coupling
manipulator,in
in a
feedback
a UVMS
UVMS is
is
respectively,developed
linearization
developed to
which by
by Barbălată
compensate
Barbălată
reduces for
the et
et
cou-al.
the
al.
nipulator.
water
keeping Vehicle
nipulator. of The
The
a UVMS experiments
(AUV)
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composed ofreveal
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pling.
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linearization
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compensate
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et al.
the
al.
nipulator.
water Vehicle
nipulator. The
The experiments
(AUV)
experiments and ofreveal
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as the
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dynamic
(2015).
pling. An This
coupling
This control
control
inexact in includes
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includes
feedback feedback
is developed
feedback
linearization terms
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to by ofBarbălată
of
compensatethe most
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for etdis-
al.
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the
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main
water disturbance
nipulator.
Vehicle The (AUV) during
experiments
during and the
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station-keeping. Also,
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coupling
This control
control in includes
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terms by of
of the
Barbălată
the most
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al.
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main disturbance
nipulator.
main The
disturbance during
experiments
during the
the station-keeping.
reveal the
station-keeping. dynamic Also,
coupling
Also, the
the coordi-
as the
coordi- turbed
(2015).
turbed
dynamic DoF,
This
DoF, i.e.,
i.e.,
coupling the
control
thein pitch
includes
pitch
a UVMS angle.
angle. is Also,
feedback
Also,
developed Han
terms
Han et
et
by al.
of
al. (2020)
the
(2020)
Barbălatămostdevel-
dis-
devel-
et al.
nated
nated control
main disturbance
control
nipulator. proved
Theproved during
experiments to be
to be able
theable
reveal to the
to perform
station-keeping.
performdynamic theAlso,
the station-keeping
the coordi-
station-keeping
coupling as the turbed turbed
(2015). DoF,
This
DoF, i.e., thecontrol
control
i.e., the pitch
includes
pitch angle.
angle. Also, Han
feedback
Also, Han
termset al.
et al.
of (2020)
the
(2020)mostdevel-
dis-
devel-
nated control proved to be able to perform the station-keeping oped
turbed
oped a fuzzy-based
DoF,
aa fuzzy-based i.e., the
This controlcontrol pitch to
angle.
to decouple
Also, the
Han underwater
et al. (2020) vehicle
devel-
main
nated
by
by
main disturbance
control
control proved
decoupling
nated
decoupling
disturbance the
proved
the during to
to be
subsystems
subsystems
during bethe station-keeping.
theable
able of
of to
totheperform
UVMS.
perform
the
station-keeping. UVMS. theAlso,
the The
The the
the coordi-
station-keeping
influence
station-keeping
Also, influence
coordi-of
of
(2015).
oped
turbedthe
oped fuzzy-based
DoF,
aa DoF, i.e., the
fuzzy-based
includes
control
thecontrol
pitch to decouple
angle.
to
feedback the
decouple
Also,
terms
the
Han
underwater
of the most
underwater
etofal.the
(2020)
vehicle
vehicledis-
devel-
by decoupling
nated
by
the control
decoupling
dynamic the
proved
the
coupling subsystems
to
subsystems
on be able
the of
of
DoFs to the UVMS.
perform
the of UVMS.
UVMSs the The
The influence
station-keeping
is influence
evaluated of
of
by
from
oped
from
turbed the manipulator
fuzzy-based
manipulator
i.e., control
by
pitch to decouple
by estimating
estimating
angle. decouplethe Han
the
Also, the
the underwater
terms
terms etofal.
the
underwater
(2020) vehicle
generalized
vehicle
generalized
devel-
by
the decoupling
dynamic
controlcoupling the subsystems
proved toon of the UVMS. The influence of from the manipulator by estimating the terms of the generalized
nated
the
by dynamic coupling onbethe able
the DoFs
DoFs of
to perform UVMSs
ofUVMS.
UVMSs is evaluated
the station-keeping
is (2012).
evaluated by
by oped the
from
inertia
from
inertia
oped theaa matrix
fuzzy-based
manipulator
matrix used in
manipulator
fuzzy-based used control
in by
aaa feedback
by
control to decouple
estimating
feedback
estimating
to decouplethe the underwater
the terms
linearization
terms
linearization
the underwater
of the
control.
ofcontrol. vehicle
the generalized
generalized
vehicle
the decoupling
the dynamic
Dunnigan
dynamic
Dunnigan
by decoupling & coupling
& the
Russell
coupling
Russell
the subsystems
on
on the
(1998)
(1998)
subsystems and
theand of
DoFs
DoFs
of the of
Periasamy
Periasamy
the UVMSs
ofUVMS.
UVMSs et The
et is
al.
al.
The influence
evaluated
is (2012).
evaluated
influence High
Highof
by
by
of inertia
from
inertia the matrix used
manipulator
matrix used in
in bya feedback
estimating
feedback linearization
the terms
linearization ofcontrol.
the
control.generalized
Dunnigan
the dynamic & coupling
Russellis(1998) (1998)
on and Periasamy et al.
al. (2012). High inertia
from the matrix used
manipulator in bya feedback
estimating linearization
the termscan control.
of the generalized
Dunnigan
coupling
Dunnigan
coupling
the dynamic
coupling
& Russell
influence
& coupling
Russellis(1998)
influence
influence is on the
seen
seen
seen
for
for
the
for
DoFs
and
and
DoFsthe
the
of
of UVMSs
thePeriasamy
attitude
Periasamy
attitude
UVMSs
attitude
et
DoFs
et al.
DoFs
DoFs
is
is of evaluated
(2012).
of
of the
evaluated
the
High
the under-
(2012). under-
High
under-
by
by From From previous
inertiaprevious
From matrix used
previous
works,
works,
used
works,
only
in aaonly
only
two approaches
two
feedback
two
approaches
linearization
approaches can
can
be identified
be identified
control.
be identified
to
to
to
Dunnigan
coupling
water
couplingvehicle & Russell
influence
influencecompared is (1998)
seen
is(1998)
seento for
the
forand the Periasamy
attitude
translation
thePeriasamy et
DoFs
ones,
attitudeones, DoFs al.
owed (2012).
of
of the
to
the High
under-
the re-
under- inertia
From
decouple
From previous matrix
previous works,
the manipulator
manipulatorin
works, onlyfrom feedback
only two
from
twothethe linearization
approaches
underwater
approaches can control.
be identified
vehicle:
canvehicle: (i) feed-
be identified feed- to
to
water
Dunnigan
water vehicle
vehicle & compared
Russell
compared to
to the
theand translation
translation et
ones, owed
al.
owed to
(2012).
to the
the re-
High
re- decouple
decouple the
the manipulator from the underwater
underwater vehicle: (i)
(i) feed-
coupling
water
storing
water
storing
coupling influence
vehicle
moments
vehicle
moments
influencecompared
and
compared
and is
is seento
reactions
to
reactions
seen for
the
the
for the attitude
translation
from
translation
from
the the
the
attitude DoFs
ones,
ones, owed
manipulator.
owed
manipulator.
DoFs of
of the
to
to
the under-
the
The
the
The re-
dy-
re-
dy-
under- From
decouple
forward
decouple previous
the
decoupling,
the works,
manipulator
manipulator and only (ii)two
from
from approaches
the underwater
frequency-based
the underwater can be identified
vehicle:
decoupling.
vehicle: (i)
(i) feed-
feed- to
storing moments and reactions from theismanipulator.
manipulator. The dy- forward
From
forward decoupling,
previous
decoupling, works, and
and only (ii)
(ii) frequency-based
two approaches
frequency-based candecoupling.
be identified
decoupling. to
water
storingvehicle
storing
namic
namic
water moments
coupling
moments
coupling
vehicle compared
inand
in
compareda lightweight
and
a to
reactions
lightweight
reactions
to the
the translation
from
UVMS
from
UVMS
translation the ones,
studied
theismanipulator.
studied
ones, owed
owed to the
The
by Barbălată
by Barbălată
toThe
the re-
dy-
dy-
re- decouple
forward
forward the manipulator
decoupling,
decoupling, and
and from
(ii)
(ii) the underwater
frequency-based
frequency-based vehicle:
decoupling.
decoupling. (i) feed-
namic coupling inand decouple the manipulator from the underwater vehicle: (i) feed-
storing
namic
namic
storing moments
coupling
coupling
moments in aaa lightweight
inand
lightweight
reactions
lightweight
reactions
UVMS
from
UVMS
UVMS
from the
the
ismanipulator.
is studied by
studied
ismanipulator.
studied
by Barbălată
Barbălată
The
by Barbălată
Thesec-dy-
dy- forward forward decoupling,
decoupling, and and (ii) (ii) frequency-based
frequency-based decoupling. decoupling.

The first
The first author acknowledges
author acknowledges CAPES
CAPES for the
for the Ph.D.
Ph.D. scholarship.
scholarship. The
The sec-
namic coupling in a lightweight UVMS is studied by Barbălată


The
namic first author
coupling acknowledges
in a lightweight CAPES for the Ph.D. scholarship. The sec-
The first author acknowledgesCNPq CAPES the UVMS for
for the is studied
the Ph.D. scholarship. by Barbălată
The
The sec-

ond

ond author
The first
author acknowledges
author
acknowledgesacknowledgesCNPq for
for the
CAPES undergraduate
Ph.D.
undergraduate scholarship.
scholarship.
scholarship. sec-
ond author
The acknowledges
first author CNPq
acknowledges for the undergraduate scholarship.
ond author acknowledges CNPq CAPES
CNPq for
for the for the Ph.D. scholarship.
the undergraduate scholarship. The
scholarship. sec-

ond
 author
The acknowledges
first author acknowledges CAPES undergraduate
for the Ph.D. scholarship. The sec-
ond author
2405-8963 acknowledges CNPq
© 2021 for the undergraduate scholarship.
an open access article under the CC BY-NC-ND license.
ond author Copyright
acknowledges CNPqThe Authors.
for the This is scholarship.
undergraduate
Peer review under responsibility of International Federation of Automatic Control.
10.1016/j.ifacol.2021.10.116
 Éverton L. de Oliveira et al. / IFAC PapersOnLine 54-16 (2021) 356–363
The feedforward approach depends on a good representation of
the dynamics, which is difficult to obtain in practice due to the
model complexity. Hence, it is frequently combined with robust
feedback control techniques to achieve the performance require-
ments. However, the sensory information in underwater vehi-
cles is limited, with noise and bounded sample rates which re-
stricts the feedback control. Instead, the frequency-based decou-
pling depends only on the knowledge of the frequency response,
obtained experimentally or with the dynamic model.
Even so, there are doubts on how to apply the frequency-based
decoupling and on how to determine the safe frequency range
where such an approach is valid. Therefore, this work presents
a new methodology to obtain the amplitude response of UVMSs
associated with the dynamic coupling between the underwater
vehicle and manipulator. The amplitude predictions are deter-
mined based on the working frequency range of the manipula-
tor. This turns possible to identify the range where frequency-
based decoupling can be used. The plots can be seen as a com-
plement to the approach of Podder & Sarkar (2004), serving as
guidelines to perform motion distribution on the subsystems of
a UVMS. Beyond that, the amplitudes plots bring an interesting
understood of the dynamic coupling on the attitude DoFs. Fur-
thermore, the schemes of previous works always try to compen-
sate for the dynamic coupling. Therefore, the present approach
differs from others since it evaluates the coupling intensity, not
trying to compensate for that.
According to the results obtained, the manipulator acts like an
oscillator forcing the underwater vehicle to vibrate. Recuring to
the literature, it is founded that good attenuation is obtained us-
ing passive control techniques based on Dynamic Vibration Ab-
sorbers (DVAs) on forced vibrations.
Moreover, some works applied DVAs on fluid-structure inter-
action problems. Anh et al. (2007) proposed a DVA composed
of a pendulum-spring-damper system for stable inverted pendu-
lum systems. An inverted pendulum-type DVA is also devel-
oped to reduce the required length of the classical pendulum-
type DVA. To improve the damping characteristics of the sys-
tem, Anh et al. (2007) presented an optimal tunning method for
the parameters of the DVA. The inverted pendulum DVA is ap-
plied on an articulated ocean tower under flow-induced forces
and good attenuation is found for random excitations. In Viet &
Park (2011), a radial DVA, made of a mass-spring-damper sys-
tem, is used for the vibration suppression of an axisymmetric
spherical pendulum. Also, Viet & Park (2011) demonstrate that
the DVA frequency should be tunned twice of the pendulum to
improve the absorption. This DVA is tested on the liquid slosh-
ing problem and good attenuation is found for random vibra-
tions, especially in the case of large oscillations. Moreover, in
Ueno & Franzini (2019), a nonlinear vibration absorber, similar
to the pendulum-type DVA, is proposed to suppress flow-in-
duced vibrations on flexibly mounted cylinders. The results of
models with one and two DoFs shown that the mass parameters
of the absorber have more influence on vibration suppression.
Thus, motivated by these works and due to the originality of the
present application, a passive control is synthesized for the atti-
tude of UVMSs. Also, the proposed control is tested in different
scenarios and good attenuation is found in all of them.
The remainder of this paper is organized as follows. Section 2
presents the mathematical model. The proposed methodology is
presented in Section 3, and its results/discussions are in Section
357
4. The passive control is covered in Section 5 and its results/dis-
cussions are given in Section 6. Finally, Section 7 holds the con-
clusions and further works.
2. MATHEMATICAL MODEL
The analysis presented here is based on the mathematical model
of an idealized Intervention-AUV (I-AUV) on the vertical (div-
ing) plane, shown in Fig. 1. The I-AUV is composed of the
Mares-AUV (Ferreira et al., 2009, 2010) connected to a cylin-
drical-shaped link made of aluminum and with a high aspect ra-
tio (L / D > 10, with L being its length and D its diameter). Also,
there is a sphere connected to the link representing the end-ef-
fector of the manipulator. The I-AUV has four (04) DoFs asso-
ciated with the rigid body motion on the vertical plane, being
three (03) of the AUV (x, z and θ) and one (01) of the manipu-
lator (γ). The system is modeled with the Euler-Lagrange equa-
tion, according to de Oliveira et al. (2020), considering the rigid
body dynamics and the hydrodynamic (added mass and drag)
and hydrostatic (weight and buoyance) forces. The thrusters and
motors dynamics are not considered and the actuation is repre-
sented by a set of active forces and moments. The ocean current
is not considered in the present analysis.
Figure 1. Idealized I-AUV on the vertical plane. Generalized coordinates in
blue. Active motor forces in red. Origin (O), center of gravity (G) and center
of buoyancy (B). Index i; i = 0, 1, 2, is referring to the number of the body (0-
AUV; 1-cylindrical-shaped link; 2-sphere).
Applying the Euler-Lagrange equation with ξ =  x, z,θ, γ  as
the vector of generalized coordinates, the Equations of Motion
(EoMs) becomes (de Oliveira et al., 2020):
M(ξ)ξ + C(ξ, ξ)ξ + d(ξ, ξ) + g(ξ) =
τ(ξ), (1)
where M is the generalized inertia matrix and C is the Corio-
lis/centrifugal forces matrix; d and g stands for the vectors of
drag and restoring forces, respectively, while τ represents the
vector of control forces. The modeling process to obtain the
terms in (1) are described in the sequence.
2.1 Kinetic energy
The kinetic energy function follows:
1
ξ Mξ; M  i=0 J i (M RB,i + M A,i )J i ,
2
= = (2)
2
with J i satisfying ηCGi = J iξ , where ηCGi =  x Gi , z Gi , ωi  is
the velocity vector of the i-th body; M RB,i and M A,i are the
ˆ A,i R i ,
rigid body and added mass matrices, where M A,i = R i M
with R i as the rotation matrix from the i-th frame to the Earth-
fixed frame and M̂ A,i is the local added mass matrix.
The inertial forces in (1) are calculated as:
d   
 − = Mξ + Cξ. (3)
dt  ξ  ξ
 358 Éverton L. de Oliveira et al. / IFAC PapersOnLine 54-16 (2021) 356–363

2.2 Potential energy 4. Simulations: do the numerical integration of the mathe-

The generalized potential of the hydrostatic forces and the asso- matical model for the closed-loop system (saving the re-
ciated restoring forces vector are given by: sults) in the frequency range defined before, as below:
 ξ   ξ 
=
2
F p + FB,i p B ; g
i = 0 W ,i G
=  i =0 J G FW ,i + J B FB ,i , (4)
2
=    −1 =; ξ (0) 0=
; ξ (0)  0, ωi  ,
ξ ξ   M (Bu − h ) 
i i i i

where J c satisfies pc = J cξ , with p c =  x c , z c  (c = Gi, Bi) as where u =  0, τ  and h = Cξ + d + g .

the position vector of c ; FW,i =  0, mi g  and FB,i =  0, −ρVi g 
T T

are the respective vectors of weight and buoyancy forces, with 5. Post-processing: make the calculation only for the DoFs
mi and Vi as the mass and volume of the i-th body, while g is the of the underwater vehicle ( k = 1, 2,3 ) and plot the results
gravity and ρ is the water density. as functions of the working frequency range.

2.3 Drag forces 5.1. Dimensionless amplitudes (Ak / D, where Ak is the

The drag forces due to the viscous effects are:
η
d  i 0= FD,i i = D0 η0 +  k 1 J k FD,1,k + J 2 FD,2 , (5)
2 n
=
=
ξ
where D0 = R0 D ˆ 0 R0 , with D̂ 0 as the hydrodynamic damping
matrix of the AUV; FD,1,k =  f D,xˆ 1 ,k ,f D,zˆ1 ,k  (k = 1,…,n) is the drag
force vector of the k-th strip of the manipulator and J k satisfies
p k = J k ξ , with p k = [x k , z k ] as the position vector of the k-th
strip, as in McLain et al. (1996); FD,2 =  f D,xˆ 2 ,f D,zˆ 2  is the drag
force vector of the end-effector. Each drag component is evalu-
ated on the local frame with Morison’s equation and, then, it is
written on the Earth-fixed frame to get the generalized forces in
(5). This procedure can be seen in de Oliveira et al. (2020).
2.4 Control forces
The control forces in terms of the control inputs follow:
=τ Z=
(ξ )u; Z (ξ ) blkdiag(B (ξ ),1),
in which B is the control matrix and u =  T , τ  is the vector
of control inputs, with T =  Ti  (i = 1,…,4) as the thrusts vector
and τ as the motor torque.
3. DYNAMIC COUPLING EVALUATION
The methodology is based on the analysis of the flow-induced
motion in a multi-column floating platform done in de Oliveira
et al. (2021). The steps below summarize the procedure:
1. Natural frequency: calculate the natural frequency and its
associated period for the pitch angle of the underwater ve-
hicle as follows (adapted from Fossen, (1996)):
cθ g θ ωy 1 tion of the pitch angle from low to intermediate frequencies (ω
=ωy = ; cθ = ; fy = ; Ty ,
Iy θ θ=θ 2 fy
where c θ is the stiffness coefficient related to the restoring
moment in pitch, g θ given in (4), calculated at the equilib-
rium angular position, i.e., θ=0 (rad), while I y is the “to-
tal” inertia in pitch, thus, I y = M (3,3) .
2. Frequency range: set the working frequency range of the
manipulator considering ω y as ones of its values,
=ω [ω
= i] ; i 1, 2, , y, y + 1, , N.
3. Manipulator control: set the reference displacement as:
=γ d A=
max sin(ω i t); i 1, , N,
with A max as the maximum amplitude of the angular dis-
placement. Then, synthesize the tracking controller as:
=τ I γ α r + n(ξ, ξ, ξ),
in which I γ = M (4, 4) is the “total” inertia moment asso-
ciated with the angular displacement of the manipulator,
α r =γ d − k P γ − k D γ is the reference acceleration, with k P
and k D as the control gains, while = γ γ d − γ is the track-
ing error and n is a feedforward term.
unbiased amplitude of the DoF and D is a character-
istic length taken as the cross-sectional diameter of
the underwater vehicle),
A x (ωi ) / D; A z (ωi ) / D; A θ (ω i ); i = 1, , N.
5.2. Dimensionless oscillation frequencies (fk / fy, where
fk is the oscillation frequency of the DoF),
f x (ωi ) / f y ; f z (ωi ) / f y ; f θ (ω i ) / f y ; i = 1, , N.
5.3. Dimensionless kinetic energy ( is the “total” ki-
netic energy and k is the dimensionless kinetic en-
ergy associated with the corresponding DoF),
2 i = ξ (ωi ) M (ωi )ξ (ωi ),
k (ωi ) = M(k, k;ωi )ξ 2 (k;ωi ) / 2 i ; i = 1, , N.
The post-processing is done only for the DoFs of the underwa-
ter vehicle because the manipulator is controlled.
(6) 4. DYNAMIC COUPLING RESULTS
The results are presented in this section. The parameters of the
AUV-Mares are taken from Ferreira et al. (2009, 2010) and the
parameters of the manipulator are shown on the Tab. 1. The nat-
ural frequency and period are ωy = 0.9 (rad/s) and Ty = 7 (s),
respectively. The frequency range is ω = [0,…,0.9,…,3] (rad/s)
for N = 100. The control gains are kP = 100 and kD = 20. The
displacement amplitude is Amax = 57.3 (°). The simulations were
done in MATLAB/Simulink® environment with the ode4 and
using a time step of 0.001 (s). This value was chosen according
to the eigenvalues of the model in (1) to guarantee the stability
of the numerical integration.
Regarding the amplitudes in Fig. 2 (a), there is a synchroniza-
< 2 (rad/s)). The maximum amplitude is 70.5 (°) at ω = 0.9
(rad/s), which corresponds to the calculated natural frequency.
Due to the coupling with pitch angle, there is a peak of 2 (m) at
ω = 0.9 (rad/s) for the vertical displacement. At higher frequen-
cies, the behavior is different since the pitch amplitude is about
3.5 (°). When ω > 2 (rad/s) the vertical displacement increases
(linearly) with the frequency. This is due to the hydrodynamic
forces and associated propulsion, since the link acts like a fin,
propelling the AUV upwards (-z). Also, the horizontal displace-
ment is less than 0.7 (m) in all frequency range.
The oscillation frequencies at Fig. 2 (b) show the coupling be-
tween the pitch angle and horizontal displacement. Concerning
the vertical displacement, it has a very low oscillation frequency
that is associated with translational motion. The kinetic energies
are shown in Fig. 2 (c). In that, the coupling between the hori-
zontal displacement and pitch angle is shown by the symmetry
among the respective curves. Also, the velocities depend on the
corresponding oscillation frequencies. Thus, the kinetic energy
related to the vertical displacement is expected to increase with
the working frequency.
 Éverton L. de Oliveira et al. / IFAC PapersOnLine 54-16 (2021) 356–363
(a)
(b)
(c)
Figure 2. Results of the dynamic coupling analysis for the I-AUV. (a):
Amplitude; (b): Frequency; (c): Kinetic energy. Results for the displacements
amplitudes in x (black), z (blue) and θ (red).
The changes in the amplitudes at low and high frequencies can
also be verified on the temporal series shown in Fig. 3. For ex-
ample, in Fig. 3 (a), the frequency of the manipulator is equal to
the natural frequency, i.e., ω = 0.9 (rad/s). In this case, the pitch
amplitude corresponds to 70.5 (°), as reported early. However,
in Fig. 3 (b), the working frequency is equal to ω = 3 (rad/s),
outside the synchronization range shown in Fig 2 (a). For this
frequency, the pitch amplitude is around 3.5 (°).
359
(a)
(b)
Figure 3. Temporal series. (a): ω = 0.9 (rad/s); (b): ω = 3 (rad/s).
These results are summarized in Tab. 1. for the 1-st (pitch) and
2-nd (heave) oscillation modes. There is no well-defined ampli-
tude for the vertical displacement at the 2-nd mode since it is
associated with the translational motion.
Table 1. Maximum displacements.
Modes x (m) z (m) θ (°)
1-st (pitch) 0.04 2 70.5
2-nd (heave) 0.05 – 3.5
The results obtained agree with the remarks done by Dunnigan
& Russell (1998) and Periasamy et al. (2012) about the ampli-
fied oscillations verified on the attitude DoFs. Especially for the
pitch angle, as reported in Barbălată et al. (2014). Thus, theoret-
ical finds related to the dynamic coupling on the control prob-
lem are well represented by the present approach. Another in-
teresting result is that with the proposed methodology, a syn-
chronization range, similarly to the ones of flow-induced oscil-
lations problems is seen on the pitch angle. Therefore, these os-
cillations cannot only be associated with the restoring moments
and/or hydrodynamic forces since their amplitude depends on
the working frequency of the manipulator.
According to Canudas de Wit et al. (1998) and Podder & Sarkar
(2004), to achieve the frequency-based decoupling, the manip-
ulator should operate at higher frequencies compared to the un-
derwater vehicle. The obtained results agree with this statement
once the amplitude of the pitch oscillations is low at high fre-
quencies.
360 Éverton L. de Oliveira et al. / IFAC PapersOnLine 54-16 (2021) 356–363

Beyond recovers theoretical findings of previous works focused 2) and c = ci  (j = 1,…, 4) are the vectors of generalized forces
on the control problem, this methodology can identify a safe fre- due to the drag on the concentrated masses.
quency range for the coordinated control. For example, concern-
The expressions of the energy functions and generalized forces
ing the idealized I-AUV, ω > 2 (rad/s) is the range where the
of the PDVAs in (7) are given in the Appendix.
pitch amplitude is negligible. Nonetheless, the frequency is re-
lated to the drag forces experimented on the manipulator, which 6. CONTROL RESULTS
can compromise the autonomy. Hence, the safe frequency range
should be defined, taking into account the stabilization and en- The effectiveness of the passive control is verified through nu-
ergy consumption criterions. merical simulations. The analyses are performed for two scenar-
ios: 1) during the station-keeping control and 2) for the trajec-
5. DYNAMIC VIBRATION ABSORBER MODEL tory tracking. In both scenarios, the manipulator tracks a trajec-
tory given by γd = Amax sin(ωt) with the control synthetized be-
The oscillation amplitude of the pitch angle at low frequencies
fore. During the station-keeping, ω = 0.02t (rad/s). For the tra-
can be reduced if an attitude control is used. If an active control
jectory tracking, the AUV should perform a circular trajectory
is used, then the control efforts are allocated on the thrusters in
described by xd = 5sin(ωt) and zd = 45 – 5cos(ωt), with ω = 0.9
order to produce a differential torque to control the pitch angle.
(rad/s). In both scenarios Amax = 57.3 (°). Also, a PD control is
However, this compromises the I-AUV autonomy since the en-
used on the station-keeping and trajectory tracking for x and z
ergy consumption is increased. Thus, seeking this problem, a
displacements. The performance is evaluated for three configu-
passive control is used here. The presented approach considers
rations: 1) only PD control, 2) PD with thrust allocation on the
a pair of Pendulums DVAs (PDVAs) to attenuate the pitch os-
pitch angle and 3) PD with PDVAs. The simulations were done
cillations at low frequencies. In the proposed configuration, the
with the same previous setup. Details about the control and sim-
pendulums are outside the AUV, as shown in Fig. 4. This ar-
ulation parameters are found in the Appendix.
rangement is based on the one of Anh et al. (2007), for inverted
pendulum systems. Also, this configuration was chosen because Figure 5 shows the time series of the pitch angle and of the ma-
of the space restriction inside the vehicle, which turns difficult nipulator displacement with a color gradient denoting the actual
to use a mass-spring-damper DVA. The PDVAs are made of a working frequency. It is verified a superior performance for the
rigid rod with a concentrated mass on its tip. The rod mass and PD control with thrust allocation in all scenarios. However, the
the hydrodynamic and hydrostatic forces acting on it are negli- PD with PDVAs provides good attenuation in comparison with
gible. The concentrated masses are spherical-shaped and the en- the standard PD control, reducing the oscillations in until 80%
vironmental forces acting on it should be considered. Revolute for both station-keeping and trajectory tracking.
joints with relative angular displacements α l (l = 1, 2) are used
to connect the pendulums with the AUV. In each joint, there is
a torsional spring and damper. Fig. 4 shows all the details of the
proposed configuration.

Figure 5. Pitch angle for the controllers tested.

Figure 4. I-AUV with a pair of PDVAs. Generalized coordinates in blue.
Origin (O), center of gravity (G) and center of buoyancy (B). Index i; The trajectory tracking on the vertical plane is shown in Fig. 6.
i = 3, 4, refers to the number of the body (3-Left PDVA; 4-Right PDVA). Again, the PD control with thrust allocation provides better re-
Let α = [α l , α 2 ] be the vector of generalized coordinates of the sults, as seen in Fig. 6 (b). Nonetheless, similar performance is
PDVAs. Then, the EoMs of the I-AUV becomes: achieved for the PD with PDVAs (see Fig. 6 (c)). The PD con-
trol performed worst, as shown in Fig. 6 (a)
d  p   p
Mξ + Cξ + d + g = τ −  − + c, To compare the performance in terms of the tracking errors and
dt  ξ  ξ (7)
d  p   p  p control efforts, the integral time-weighted absolute error (ITAE)
 + + = f, and integral absolute control action (IAU) indices are calculated
dt  α  α α according to Urrea-Quintero et al. (2018):
where p is the kinetic energy function of the PDVAs, account- t t
ing for rigid body and added mass effects, while p is the po- = ITAE  t ξ= j d  ; IAU = τ j d ; j 1, 2,3, (8)
tential energy function of the PDVAs, accounting for the restor- 0 0

ing effects (weight, buoyancy and torsional stiffness on the rev- where ξ =  ξ j  is the vector of tracking errors and τ =  τ j  is
olute joints); p is Rayleigh’s dissipation function, associated the vector of control inputs (j = 1, 2, 3).
with the viscous damping on the revolute joints; f =  f l  (l = 1,
 Éverton L. de Oliveira et al. / IFAC PapersOnLine 54-16 (2021) 356–363 361

producing ITAE indices of 635.8 and 2934. Also, the IAU indi-
ces for these two configurations are null because there is no ac-
tuation on the pitch angle. Therefore, the PD with thrust alloca-
tion produces better stabilization for the pitch angle but at the
cost of increased energy consumption compared to the PD with
PDVAs.
An additional analysis is done using the methodology of Sec. 3
to verify the effects of the PDVAs on the dynamic coupling. The
simulations were performed considering the setup in Sec. 4.

(a)

(a)
(b)

(c)
Figure 6. Trajectory tracking. (a): PD; (b): PD+Allocation; (c): PD+PDVAs.

Tab. 2 shown the indices comparison. (b)

Table 2. Performance indices.

x z θ
Control Scen.
ITAE IAU ITAE IAU ITAE IAU
1 130.1 551.6 19 154.3 635.8 0
PD
2 227.8 617.5 255.2 608.5 2934 0
PD + 1 121.6 512.3 18.1 147.1 84.5 416.1
allocation 2 73.3 186.5 318.8 649 170.2 420
PD + 1 83.7 344.5 13.8 111 420.4 0
PDVAs 2 110.1 248.1 338.2 696.6 542.3 0

In the comparison, the PD with thrust allocation performed bet-

ter regarding the tracking errors since it provides smaller ITAE
indices. However, analogous results are obtained on the x and z
displacements with the standard PD and PD with PDVAs. Con-
cerning the pitch angle, the ITAE indices for the PD with thrust
allocation are 84.5 and 170.2 on the first and second scenarios, (c)
respectively, whereas the associated IAU indices are 416.1 and Figure 7. Amplitudes comparison. (a): x; (b): z; (c): θ.
420. In turn, the PD with PDVAs gives ITAE indices of 420.4 Fig. 7 compares the amplitudes of the I-AUV with and without
and 542.3. On the other hand, the standard PD performed worst, the PDVAs. With the passive control, all the amplitudes are at-
tenuated. Especially on the pitch angle. For example, at ω = 0.9
362 Éverton L. de Oliveira et al. / IFAC PapersOnLine 54-16 (2021) 356–363
(rad/s), the amplitude reduces of 70.5 (°) to 10 (°). At the same
frequency, the vertical displacement decreases from 2 (m) to 0.2
(m). The horizontal displacement is also reduced from 0.7 (m)
to 0.2 (m). Thus, the manipulator can operate at lower frequen-
cies with the PDVAs without compromise the station-keeping
of the AUV. Also, it can improve the autonomy of the I-AUV
once the energy consumption due to the drag forces of the ma-
nipulator will be reduced. At higher frequencies (ω > 1.5 (rad/s))
still their attenuation on x and z displacements. Moreover, the
peak value of the pitch angle is now 26 (°) at ω = 1.7 (rad/s).
The amplitudes can be checked on the temporal series in Fig. 8.
(a)
(b)
Figure 8. Temporal series comparison. (a): ω = 0.9 (rad/s);
(b): ω = 1.7 (rad/s).
Based on Figs. 7 and 8, the manipulator should work at ω < 1.7
(rad/s) when the PDVAs are added once pitch amplitude is low
in this range and the drag forces will be reduced.
7. CONCLUSION
This paper presents a methodology to evaluate the intensity of
the dynamic coupling in UVMSs. Using this approach, the os-
cillation amplitudes can be accessed in the working range of the
manipulator and a safe frequency range could be identified. The
presented methodology also recovers theoretical findings early
reported in the literature, which reenforces the presented results.
Additionally, a passive attitude control system is proposed. In
the simulations, good attenuation is obtained for all DoFs with
the passive control, especially for the pitch angle. Future works
will focus on finding an analytic solution for the safe frequency
range and on the choosing of the parameters for the passive con-
trol. Furthermore, a parametric study should be done to identify
the influence of the parameters on the dynamic coupling inten-
sity. Also, the proposed control may be improved by combining
it with thrust allocation to achieve better stabilization with en-
ergy-saving. Moreover, the presented approaches will be tested
in a dynamic model with more DoFs.
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https://doi.org/10.1017/S0263574703005368
= i 3=
ξ j α l (13)
Shah, U. H., Karkoub, M., Kerimoglu, D., & Wang, H.-D. 1
f D,i = −  C D,i A i v G i | v G i |; i = 3, 4; l =1, 2,
(2021). Dynamic Analysis of the UVMS: Effect of 2
Disturbances, Coupling, and Joint-Flexibility on End- in which CD,i is the drag coefficient and Ai is the area pro-
Effector Positioning. Robotica, 19, 1–29. jected perpendicular to the flow direction.
https://doi.org/10.1017/S0263574721000072 The PD controller used in the simulations is given by:
Sivčev, S., Coleman, J., Omerdić, E., Dooly, G., & Toal, D.
(2018). Underwater manipulators: A review. Ocean = η [x, = z,θ] ; ηd [x d , = z d ,θ d ] ; θ d 0, (14)
τ 0= [f x ,f z , τθ ] ; τ 0= K P ( η − ηd ) + K D ( η − ηd ),
Engineering, 163(April), 431–450.
https://doi.org/10.1016/j.oceaneng.2018.06.018 and the control allocation is performed as (Fossen, 1996):
Ueno, T., & Franzini, G. R. (2019). Numerical studies on = T B= †
τ 0 ; B† B ( BB ) .
−1
(15)
passive suppression of one and two degrees-of-freedom
vortex-induced vibrations using a rotative non-linear The parameters of the AUV are in Ferreira et al. (2009, 2010).
vibration absorber. International Journal of Non-Linear Table 3. I-AUV parameters.
Mechanics, 116, 230–249.
Parameters (i = 1, 2) Values Units
https://doi.org/10.1016/j.ijnonlinmec.2019.07.001
MRB,1 = diag(2.66, 2.66, 0.06)
Urrea-Quintero, J.-H., Hernández-Riveros, J.-A., & Muñoz- MRB,i
MRB,2 = diag(1.42, 1.42, 0)
(kg, kg, kgm²)
Galeano, N. (2018). Optimum PI/PID Controllers MA,1 = diag(0.27, 1, 0.02)
M̂ A,i (kg, kg, kgm²)
Tuning via an Evolutionary Algorithm. In PID Control MA,2 = diag(0.54, 0.54, 0)
for Industrial Processes (Vol. 2, Issue 2, pp. 20–50). h, l O |O , l CG |O 2 1
0.2, 0.5, 0.25
1 1
(m)
InTech. https://doi.org/10.5772/intechopen.74297 D1 , D 2 0.05, 0.1 (m)
Viet, L. D., & Park, Y. (2011). Vibration control of the
axisymmetric spherical pendulum by dynamic vibration CD,1, CD,2 1.2, 0.5 (–)
absorber moving in radial direction. Journal of Table 4. PDVAs parameters.
Mechanical Science and Technology, 25(7), 1703–1709.
Parameters (i = 3, 4) Values Units
https://doi.org/10.1007/s12206-011-0418-8
mi, Ii 9.28, 0.02 (kg, kgm²)
APPENDIX
l Oi |O 0 , l CG i |O i , Di 0.5, 0.125, 0.125 (m)
The additional terms in (7) are calculated in the sequence. Con-
siders the coordinates (xG, zG) according to Fig. 4: CD,i 0.5 (–)

x + lCG 3|O3 sin(θ + α1 ) + h cos(θ) − lO3|O0 sin(θ) ,

x G3 = ki, ci 10, 10 (Nm/rad, Nms/rad)

x + lCG 4 |O4 sin(θ + α 2 ) + h cos(θ) + lO4 |O0 sin(θ) ,

x G4 = KP diag(100, 100, 200) (N/m, N/m, Nm/rad)
(9)
z + lCG 3|O3 cos(θ + α1 ) + h cos(θ) + lO3|O0 sin(θ) ,
z G3 = KD diag(100, 100, 200) (Ns/m, Ns/m, Nms/rad)

zG4 = z + lCG 4 |O4 cos(θ + α 2 ) + h cos(θ) − lO4 |O0 cos(θ) ,

where h , l CG i |O i and l Oi |O0 (i = 3, 4) are lengths.
Thus, it follows:
1. Kinetic energy. For rigid body and added mass, it is:
1 4
= p  mi (x Gi + z Gi )2 + I=
2 i =3
i ωi ; ω
2
θ+α, (10)