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Ocean Engineering 36 (2009) 214

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Ocean Engineering
journal homepage: www.elsevier.com/locate/oceaneng

Development of the AUV ISiMI and a free running test in an Ocean Engineering Basin
Bong-Huan Jun a,, Jin-Yeong Park b, Fill-Youb Lee a, Pan-Mook Lee a, Chong-Moo Lee a, Kihun Kim a, Young-Kon Lim a, Jun-Ho Oh b
a b

Ocean Engineering Research Department, MOERI, KORDI, 171 Jang-dong, Yuseong-gu, Daejeon 305-343, Republic of Korea Humanoid Robot Research Center, KAIST, 373-1 Guseong-dong, Yusong-gu, Daejeon 305-701, Republic of Korea

a r t i c l e in f o
Article history: Received 7 March 2008 Accepted 12 July 2008 Available online 24 July 2008 Keywords: Autonomous underwater vehicle (AUV) Diving and steering control Free running test Ocean Engineering Basin (OEB) Turning test Zigzag test

a b s t r a c t
The Korea Ocean Research and Development Institute (KORDI) has developed a small AUV named ISiMI. The mission of ISiMI is to work as a test-bed AUV for the development and validation of various algorithms and instruments required to enhance the AUVs functions. The design concept of ISiMI is that of a vehicle small enough to cruise the Ocean Engineering Basin (OEB) of KORDI and to be handled by one or two people. The downsized design and the cruising ability in its tank enable fast experimental feedback on AUV technologies and a shorter development period for new technologies. This paper presents a review of our research work on the development of ISiMI, with a performance evaluation by simulation and an experimental test. After the design and implementation of ISiMI, including its positioning system in the OEB, are presented, a series of test results in the OEB and discussions of the results are presented, with comparisons of the simulation and experimental outputs. & 2008 Elsevier Ltd. All rights reserved.

1. Introduction Autonomous underwater vehicles (AUVs) have become a main tool for surveying below the sea in scientic, military, and commercial applications because of the signicant improvement in their performance. Despite the considerable improvement in AUV performance, however, AUV technologies are still attractive to scientists and engineers as a challenging eld. For example, multiple AUVs and underwater docking are recent challenging issues in the eld of AUV technologies (Edwards et al., 2004; Fiorelli et al., 2004; Stokey et al., 2001; Singh et al., 2001). To successfully implement these new technologies in the eld, a number of sub-functions have to be tested and veried in advance. They could be control, navigation and communication functions as well as basic functions for AUVs, including an emergency architecture for survival. Since it would be very expensive and time consuming to conduct all these tests at sea, researchers and engineers engaged in the operation and development of underwater vehicles need easier test schemes and faster feedback of results in an environment similar to that of the sea. The Maritime and Ocean Engineering Research Institute (MOERI), a branch of the Korea Ocean Research and Development Institute (KORDI), has developed a model for an AUV named ISiMI.

Corresponding author. Tel.: +82 42 868 7531; fax: +82 42 868 7503.

E-mail address: bhjeon@moeri.re.kr (B.-H. Jun). 0029-8018/$ - see front matter & 2008 Elsevier Ltd. All rights reserved. doi:10.1016/j.oceaneng.2008.07.009

ISiMI comes from the name of a small but strong sh from an old traditional story in Korea. In English, ISiMI is the acronym for Integrated Submergible for Intelligent Mission Implementation. ISiMI is an AUV platform that satises the various needs of the experimental tests required for the development of control and navigational architectures or software algorithms for underwater ying vehicles. To carry out a number of tests while avoiding many difculties in eld trials, the rst version of ISiMI was designed to cruise in the Ocean Engineering Basin (OEB), a facility in KORDI that simulates the oceans environment. The main design concept of ISiMI is that of a small vehicle small enough to cruise in the basin and to be handled easily by one or two people. ISiMI has a Myring hull prole with a 1.2 m length, 0.17 m diameter and 20 kg weight in air, including a 5 kg payload. It is equipped with an attitude heading reference system (AHRS) and a depth sensor to measure its attitude, dynamic motion and depth. A camera is mounted on its nose cone and an onboard image processing system is installed as an optical guidance system for underwater docking. A radio frequency (R/F) modem is adopted to communicate with a surface computer on the computerized planar motion carriage (CPMC) of OEB. The image tracking system of CPMC is used to localize ISiMI in the basin. The position information of ISiMI, as tracked by CPMC, is transmitted to ISiMI in real time via a R/F link. A series of free running tests was conducted to investigate the dynamic characteristics of ISiMI and to validate its various functions as a test-bed AUV. These tests included a turning test,

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a zigzag test, an automatic heading test, a depth control test and a guidance control test. The experimental responses were analyzed and compared with the simulation responses to verify the discrepancies between the two sets of results. This paper presents a review of our research work on the development of the AUV ISiMI and its performance evaluation, by simulations and experimental tests. First, the design and implementation of ISiMI, including its positioning system in the OEB, will be presented. Second, a series of test results in the basin and a discussion of the results will be presented, with comparisons of the simulated and experimental outputs. Finally, the secondgeneration ISiMI, ISiMI100, a sea-trial version of ISiMI, will be introduced.

2. System design of the AUV 2.1. Basic design concept The basic design concept of the AUV ISiMI is hinged on the implementation of a small vehicle that can be easily launched, recovered and operated without special handling equipment. This concept of a small AUV is intended to provide researchers with fast experimental feedback on new algorithms and instruments necessary to develop AUV technologies. Several AUVs were reviewed to lead the concept of ISiMI. Sea Squirt AUV, which is 1 m long and weighs 35 kg, was built in 1988 under the MIT Sea Grant to gather oceanographic data from the Charles River and serve as a test-bed for software and instrumentation, with component costs of $40,000. Then the MIT Sea Grant built Odyssey I and II for oceanographic research, with component costs of $50,000 and $75,000, respectively (Bellingham et al., 1993). Hydroids REMUS (Allen et al., 1997; Stokey et al., 2001) and GAVIA AUV, developed by WHOI and Hafmynd, respectively, are small commercially available AUVs with diameters less than 25 cm. MOERI-KORDI has a big square basin, OEB, for simulation of real sea conditions. OEB is 68.8 m long, 37.2 m wide and 4.5 m deep. Wave, current and wind generators are installed in the basin. The purpose of ISiMI is to serve as a test-bed AUV for the development of AUV technologies with fast experimental feed-

back in an OEB environment. The size of ISiMI is constrained by the OEB environment, so ISiMI is able to run free in OEB. Its downsizing is at the highest level of the design process. Because the dimensions of the AUV conict with the space and payload for instruments, however, the hull size and weight of ISiMI were determined in the spiral design process, which is a feedback design from the basic design to the detailed design. In general, the hull shape of AUVs has mainly two types. The rst is the cruising type, which looks like a torpedo, and which surveys from hundreds of meters to hundreds of kilometers. Its streamlined shape is adopted for AUVs to minimize the drag forces acting on the hull while the AUV is cruising. They use axial thrusters and control planes to control their motion. The other type of hull shape is the hovering type, which inspects a specic area from several meters to hundreds of meters. Several thrusters are installed to keep their precise positions and attitudes in hovering motion. Since ISiMI is a test-bed for underwater survey and docking technologies, the torpedo-type hull shape was adopted. Moreover, a pressure hull structure was chosen rather than an open frame structure for spatial efciency.

2.2. Design goals Considering ISiMIs basic design concept, we formulated its design goals as follows: (1) Downsizing: Its weight had to be 2030 kg, including payloads for additional sensors or instruments. This scale can be handled by one or two people. (2) Operating speed and duration: The vehicle must have been able to operate for more than 3 h at a speed greater than two knots. (3) Hull shape: The hull had to have an experimentally known shape that would make it convenient to estimate the hydrodynamic coefcients of a mathematical model and that would minimize the drag force to increase the efciency of the AUVs thrust. It also had to have space for additional instruments and to endure a depth rating of more than 20 m. (4) Computing and processing power: The AUVs embedded computer system had to have enough computing power to process navigational and control algorithms and to gather data. (5) Reliability and compatibility: The system had to employ proven equipment to minimize the faults of subsystems and to increase the reliability of the entire system. The equipment had to be chosen from among the vendor-supplied instruments continuously and stably. (6) Extendability: The AUV had to have the capacity to have additional functions with minimal changes in the basic design of its mechanical and electrical systems.

Fig. 1. Appearance of ISiMI.

Fig. 2. Appearance of ISiMI with acoustic telemetry module.

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3. System implementation of ISiMI AUV 3.1. Overview of ISiMI In the consideration of the design concept, a rst version of ISiMI was manufactured with fundamental sensors that were required to enable it to cruise in the OEB. The appearance of ISiMI is shown in Fig. 1. Adopting the modular design concept, we can insert additional mission sensors by extending the length of the AUVs mid-section hull. Fig. 2 shows the ISiMI hull that was extended by inserting an acoustic telemetry module, and Table 1

Table 1 Dimensions of ISiMI Symbol L D W U umax ISiMI 1196 170 15 1.0 2.0 ISiMI100 1582 200 38 1.5 2.0 Unit mm mm kg m/s m/s Description Overall length Diameter Weight Design velocity Max velocity

shows a comparison of the principal dimensions of ISiMI and the extended ISiMI. This paper focuses on the rst version of ISiMI AUV to cruise in the OEB. The ISiMI system is divided into a mechanical system, a control system and a communication system. Its mechanical system includes its hull structure, its thruster and its control ns. Its control system includes a computer, electrical interface boards, sensors and software. Its communication system, which enables it to communicate with surface or other vehicles, includes wired and wireless LAN and a R/F modem. The extended ISiMI has an acoustic modem for underwater wireless communication. A newgeneration ISiMI100 will be equipped with a hybrid navigation system composed of an inertial measurement unit, a Doppler velocity log and range information (Lee et al., 2007; Lee and Jun, 2007).

3.2. Mechanical system The hull size of the ISiMI AUV is constrained by the space for the onboard instruments, and the hull shape is constrained by the AUVs hydrodynamic characteristics. The standard hull length and diameter are 1.2 and 0.17 m, respectively, considering the installation of the onboard equipment, which will be described in the following sections. The hull shape of the ISiMI AUV was designed based on the Myring hull prole equations (Myring, 1976), which are known as the best contours for minimizing the drag coefcient for a given ratio of body length and diameter. The dimensions of the ISiMI AUV are shown in Table 2. Its hull contour and constitution are shown in Figs. 3 and 4, respectively. Its mid-section is a pressure housing made of aluminum, and its nose section is a ooding hull made of polyurethane. Its tail-section tube, which includes a mounting jig for a BLDC motor and three linear actuators, is covered by a buoyant material.

Table 2 Hull parameters of ISiMI Parameters a b c D aoffset boffset lf l Value 200 600 400 170 4 30 1196 1200 Unit mm mm mm mm mm mm mm mm Description Nose section Mid-section Tail section Diameter Nose offset Tail offset Forward length Total length Remarks

Fig. 3. Hull contour of ISiMI AUV.

Fig. 4. Conceptual view of hull structure of ISiMI.

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The NACA 0012 cross-section was adopted for the control plane. The design parameters are listed in Table 3. Linear stepper motors were chosen for the n actuators. The pair of rudders is

Table 3 Fin parameters of ISiMI Parameters Sn Xnpost Value 4819.5 550 20 Unit mm2 mm degree Description Planform area Moment arm wrt CB Maximum n angle Remarks

controlled by a linear stepper motor, and the two stern elevators are independently driven by two linear stepper motors. Assuming the maximum torque required by the control n is 10 kg cm, including the torque margin for mechanical loss, and assuming that the distance between the n shaft and the driving axis is 5 cm, we chose a 25 N stepper motor for each elevator and a 50 N motor for the rudders. The capacity of the thruster motor was estimated based on the drag equation, described as F d 1 2C d rAf ujuj, (1)

dmax

Table 4 Drag force and required capacity of thrust motor for ISiMI AUV at Re 1.6E+6, d 0.17 mm, Cd 0.2, s 1.00E+03 Speed Fd (N) Pd (W) PM (W) 1 m/s 2.2698 2.2698 5.6745 1.5 m/s 5.1071 7.6608 19.1514 2 m/s 9.0792 18.1584 45.3960 2.5 m/s 14.1867 35.4656 88.6641 Remarks

wherein Fd is the form drag acting on the hull, Cd is the drag coefcient, Af is the maximum cross-sectional area of the hull, u is the advanced speed, and r is the water density. The required power capacity was obtained using PM 1 2C d rAf ujujZu, (2)

wherein PM is the estimated power capacity of the thrust motor, and Z is the total efciency, including the motor efciency, the mechanical efciency (including the friction loss) and the

Fig. 5. Control system diagram of ISiMI.

Fig. 6. General arrangement of the AUV ISiMI system.

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Fig. 7. Software architecture of ISiMIs control system.

Fig. 8. Implemented hardware system of ISiMI.

Fig. 9. CPMC and image tracking system of OEB.

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propeller efciency. The calculation results are shown in Table 4 when the total efciency was reduced to 0.4. To achieve more than the maximum design speed, an 80-W BLDC motor with a reduction gear with a 5.8:1 gear ratio (made by Maxon Motors) was selected as the thruster motor. The selected propeller for the thrust system was KP452 S175, from the KORDI propeller series.

3.3. Control system The control system architecture of ISiMI is shown in Fig. 5. The standard sensors of ISiMI include an AHRS a pressure sensor, a CCD camera and a voltage sensor to check the battery voltage. The AHRS supplies information on the 3-axis angular velocities, 3-axis accelerations, 2-axis inclinations and heading to the control system. The depth information is gathered from the pressure sensor. A CCD camera mounted on the nose is used to detect the underwater dock at the nal stage of the underwater docking for the terminal guidance. The general arrangement of the parts of ISiMI is shown in Fig. 6. The core of ISiMIs control system is a single-board computer interfaced with a frame grabber, a serial extension board and a controller area network (CAN) module via a PC104 bus. A custom-made multi-purpose PCB board, which communicates with a computer system via CAN, is installed to control the linear stepper motors and the digital and analog I/O interface. Fig. 5 shows a block diagram of ISiMIs control system. The operating system of the main computer is Windows XP, with real-time extension (RTX). The application software for the graphic user interface and the dynamic control of ISiMI is implemented with Visual C++. The software architecture of ISiMIs control system is shown in Fig. 7. The operating duration of ISiMI was estimated at 4 h with lithium-polymer batteries of a 207 Wh capacity, as shown in Table 4. The total weight of ISiMI in air is 20 kg, including an additional payload of 5 kg. The implemented hardware is shown in Fig. 8.

Fig. 10. Coordinate frame.

Fig. 11. Launching and recovery of ISiMI in OEB.

Fig. 12. Free running image of ISiMI AUV.

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3.4. Communication system A wireless local area network (LAN) was adopted as the communication system between ISiMI and a surface computer, which is used for ofine communication for the mission allocation and data downloading. A wired LAN is additionally used as backup. A R/F modem is installed for online communication between ISiMI and the surface computer for real-time data exchange. Generally, R/F cannot be used underwater because of the severe attenuation. We experimentally conrmed, however, that it is practical to transmit packets bi-directionally up to 3.5 m deep in the OEB with an R/F modem with a bandwidth of 151.3 MHz and an output of 10 mW. With the R/F link, the users commands and ISiMIs position are transmitted from the surface PC to ISiMI, and acknowledgments of reception are returned to the surface PC.

3.5. Localization in OEB The localization problem is a major challenge in underwater robotics. In the OEB environment, there is a severe constraint to using an acoustic positioning system due to the multi-path of the acoustic signal reected from the wall and bottom of the OEB and from the free surface. Therefore, the image tracking system on the CPMC in the OEB is used for the non-contract position tracking of ISiMI. The CPMC has a three-degrees-of-freedom moving mechanism that enables ISiMI to follow the xy position and heading of an object located under the CCD camera. The position and heading of the object with respect to the CCD coordinates are transformed to the reference coordinates (the basin coordinates) using the position and heading of the camera with respect to the reference coordinates, which are calculated from the encoders of the CPMC actuators. The tracked position of ISiMI is transmitted to the ISiMI with a 2 Hz bandwidth via a wireless R/F link between the surface computer and ISiMI in real time. The image tracking system installed under CPMC is shown in Fig. 9.

2.5
4. Numerical model and controller design

2
4.1. Numerical model

velocity [m/sec]

1.5

0.5

The three-dimensional non-linear dynamic equation of submersible motion has been described by Gertler and Hagen (1967), Feldman (1979) and Fossen (1994). Ignoring the effect of current, we can describe the dynamic equation of ISiMI as the form in the study of Feldman (1979) or Gertler and Hagen (1967). Considering the body coordinate system in Fig. 10 and classifying the terms in the dynamic equation as in Jeon et al. (2003), we get the following equation for ISiMI:

0 0 200 400 600 800 1000 1200 1400 1600 1800 thruster rpm

_ FCC Fvh Frest Fthrust Ffin , Mv

T

(3)

Fig. 13. Advance speed test of ISiMI.

{u,v,w,p,q,r} is the linear and angular velocity vector wherein v with respect to the body coordinate frame, M is the inertial term including the added mass, FCC is the coriolis and centrifugal force

Fig. 14. Experimental results of open-loop zigzag test.

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term for a rigid body, Fvh is the velocity-dependent hydrodynamic force acting on the body, Frest is the restoring force, Fthrust is the thrust force and Fn is the lift and drag force on the ns. Each element term in (3) is listed in Appendix A. The hydrodynamic coefcients in the model were estimated using the Nernstein and Smith method and the Prestero method (Nerstein and Smith, 1968; Prestero, 2001). The developed coefcients were nondimensionalized with the length of the vehicle and are listed in Appendix B. The roll damping coefcient was analogized from that of similar vehicles. The velocity v in (3) can be written with respect to the earthxed coordinate frame with the transformation matrices Js as follows:
1 _ 1 J1 g2 v1 3v1 J _ g 1 g2 g1 ,

2 6 bv 6 4

Iy l M q _ 2 0 0

r5

0 1 0

3 31 2 r 3 l U 2 NdS 7 7 62 7, 7 6 5 0 05 4 0 1 0

xv q

y z T .

Substituting the coefcients of vertical motion in Appendix B and placing the sliding poles of the system at [02.52.4], we get the diving control law as

dS 0:4414q 0:5309y 4Z tanh q 4y 4z zcom =0:65.

(9) The line of sight (LOS) is the horizontal plane angle for the guidance function of ISiMI. It was derived from   Y Y t , (10) ccom tan1 k X k X t

(4)

and
1 _ 2 J2 g2 v2 3v2 J _ g 2 g2 g2 ,

(5)

wherein v1 {u,v,w}T and v2 {p,q,r}T are the linear and angular velocities with respect to the body coordinate frame, respectively; g1 {X,Y,Z}T and g2 {f,y,c}T are the position and attitude vectors with respect to the earth-xed frame, respectively; and J1, J2 are the linear and angular velocity transformation matrices referred to in Appendix A. Based on the non-linear dynamics of ISiMI, we developed a simulation environment for it using MatLab and Simulink. All the simulation results presented in this paper were derived from the simulation environment.

0 Pos Y (m)

4.2. Controller design The sliding mode controller has been successfully applied to the control of underwater vehicles (Healey and Lienard, 1993; Utkin, 1977; Lee et al., 1999). The sliding mode controller was used as the motion controller of ISiMI. The simplied equations for the steering and diving motions can be derived from (A.1) by ignoring the cross-ow terms and higher-order terms. The linearized steering system dynamics are given by _ h t Ah xh t bh dR t , x Iz l N r _ 2 Ah 4 0 2 2 (6) 3 05 0

X: -13.67 Y: -2.01

X: -1.36 Y: -1.86 Steady turning radius :6m

-5

-10 -18

-16

-14

-12

-10 -8 Pos X (m)

-6

-4

-2

r5

Angular Velocity (deg/s)

3 1 2 r4 0 5 4 l Nr 2 1 1

15 10 5 0 -5 -10 0 20 40 60 80 time [sec] 0.8 100 120 140 160 yaw rate r

Iz l N r _ 2 bh 4 0 xh r

r5

3 31 2 r3 0 5 4 l U 2 N dR 5 2 , 0 1

c T .

Substituting the coefcients in Appendix B into (6) and the sliding poles of the steering system arbitrarily at [02], we get the steering control law as

speed[m/sec]

dR 0:0281r 2:58Z tanh r 2c ccom =1.

(7)

0.6 0.4 0.2 0 0 20 40 60 80 100 time [sec] 120 140 160

The linearized diving system dynamics are given by the thirdorder system _ v t Av xv t bv dS t x I l Mq _ 6 y 2 Av 6 4 0 0 2 (8) 3

r5

0 1 0

31 2 r 4 l Mq 0 7 62 7 6 05 4 1 1 0

zG W 0 u

7 7 0 5, 0

Fig. 15. Experimental results of open-loop turning test: (a) turning radius; (b) steady state turning rate and (c) steady state turning speed.

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in which X k Y k are the waypoints preprogrammed in the vehicle, and X t Y t is the current location of the vehicle. The decision as to whether or not the waypoint has been reached is made from

5. Free running tests in the OEB A series of free running tests of ISiMI was carried out in the OEB. The test was intended to determine ISiMIs maneuvering characteristics and to validate its basic functions as a test-bed AUV. The results might be used as references for the design of

r2 t Y k Y t2 X k X t2 or2 0;

0olo1.

(11)

Fig. 16. Experimental results of closed-loop depth control with sliding mode controller.

Fig. 17. Experimental results of waypoint tracking.

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Fig. 18. Sea-trial version of ISiMI AUV named ISiMI100.

high-level control algorithms such as path planning or of the guidance system of ISiMI. ISiMI was easily launched without any special device, as shown in Fig. 11. The image tracking system of CPMC gathered the velocity and position of ISiMI during the free running test. Fig. 12 shows the free running test of ISiMI tracked with CPMC. 5.1. Advanced speed test An advanced speed test was carried out, and the fulllment of the design speed was veried. The advanced speed of ISiMI with respect to the propellers rpm was determined, as shown in Fig. 13. The design speed (1 m/s) was reached at a propeller speed of about 1000 rpm. By extrapolating the results shown in Fig. 13, it is estimated that the maximum speed (2 m/s) was reached at 1650 rpm. 5.2. Open-loop zigzag test The zigzag test was conducted to check the horizontal maneuvering property of ISiMI. The results of the test in the horizontal plane were plotted with the simulation results conducted with the 6-DOF non-linear model in Fig. 14. The velocity of ISiMI was 0.8 m/s and its rudder angle was toggled between 12.61 and +12.61. The experimental results showed that the overshoot angle was in the range of 57.61. The hydrodynamic coefcients used in the simulation are listed in Appendix B. The discrepancy between the simulation and experiment results shows that the numerical model has more yaw damping or less n force than ISiMI. The experimental results will be used in system identication for the correction of the numerical model in future works. 5.3. Open-loop turning test To calculate ISiMIs turning radius, a turning test was carried out. The test results are plotted in Fig. 15, from which the turning characteristics of ISiMI were analyzed. The steady turning radius was about 6 m, and the steady turning speed and rate were about 0.6 m/s and 61/s when the rudder angle was 151 at the advanced speed of 0.7 m/s. 5.4. Closed-loop depth control As the basic functions of an AUV test-bed, the depth control and waypoint tracking control functions were tested. A sliding mode controller was designed and tested for ISiMIs depth control. The experimental results are plotted with the simulation results of the linear and non-linear models in Fig. 16. The initial depth was 0.4 m, and the reference depth was 1 m. Both the experimental

and simulated results showed good convergence with the reference depth. The settling time of the experiment results was longer, however, than that of the simulation results, and the amplitude of the pitch rate response in the simulation was larger than that in the experiment results. It is supposed that the discrepancies in the responses are due to the errors of the numerical and real model in pitch motion. A more exact numerical model will be estimated based on the experimental data using the system identication method in future works. 5.5. Waypoint tracking ISiMI was guided to track a gure-eight trajectory to test the LOS algorithm described in Section 4.2. The position of ISiMI was measured using the image tracking system in CPMC, and transmitted to ISiMI via the R/F link. The position of the waypoints was pre-recorded in ISiMIs memory. The threshold level r0 in (11) was 1 m. The results are plotted in Fig. 17. The yaw angle in Fig. 17 was controlled by the PD controller to follow the yaw reference generated by the LOS. It was veried that waypoint tracking, the basic function of the test-bed, was successfully achieved.

6. Conclusion In this paper, the design, implementation and test results of a small AUV named ISiMI are presented. The AUV, ISiMI, developed in KORDI is a test-bed for the validation of the algorithms and instruments of the AUV. For fast experimental feedback on new algorithms, ISiMI was designed to be able to cruise in the Ocean Engineering Basin environment at KORDI. The zigzag test and the turning test were carried out to check ISiMIs maneuvering properties. The depth control and waypoint tracking tests were carried out to validate the feedback controller of ISiMI. The experiment results were compared with those of the simulation. The research works were fed back to the design and implementation of a 100-m-class AUV named ISiMI100. ISiMI100 is equipped with additional sensors such as a Doppler velocity log, an acoustic telemetry modem, an obstacle avoidance sonar, a range sonar and a GPS module. A photo of ISiMI100 is shown in Fig. 18. The mission test of ISiMI and the sea-trial of ISiMI100 remain to be performed in future works.

Acknowledgments This work was supported in part by MLTMA of Korea for the development of a deep-sea unmanned underwater vehicle, and KORDI, for the development of ubiquitous-based key technologies for the smart operation of maritime exploration eets.

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Appendix A. Element terms of dynamic equations of motion

 Inertial matrix
2 6 6 6 6 6 6 6 6 6 M6 6 6 6 6 6 6 6 4 m l Xu _ 2 0 0 0 mzg myg

r3

0 m l Yv _ 2 0 mzg l K v _ 2 0

0 0 m l Zw _ 2 myg mxg l Mw _ 2

0 mzg l Y p _ 2 myg Ix l K p _ 2 Ixy Izx l K r _ 2

mzg

r3

r4

0 mxg r _ 2l Z q
5

r3

r4

r5

Ixy Iy l M q _ 2 Iyz

r4

r5

mxg l Y r 0 _ 2 Coriolis and centrifugal force of a rigid body: FCC CRB vv X CC Y CC Z CC K CC MCC NCC T ,

r4

r5

7 r4 7 7 mxg l Y r _ 7 2 7 7 7 0 7 7 . r5 7 7 Izx l K r _7 2 7 7 7 Iyz 7 7 5 r5 Iz l N r _ 2

myg

(A.1)

(A.2)

X CC mvr mqw myg pq mzg pr mxg q2 mxg r 2 , Y CC mur mwp mxg pq mzg qr myg p2 myg r 2 , Z CC muq mvp mxg rp myg qr mzg p2 mzg q2 , K CC myg uq mzg ur myg vp mzg wp Iz Iy qr Iyx q2 Iyx r 2 Ixz pq Ixy pr , M CC mzg vr mxg vp mxg uq mzg wq Ix Iz rp Ixz p2 Ixz r 2 Iyz pq Ixy qr, N CC mxg ur myg vr myg wq mxg wp Iy Ix pq Ixy p2 Ixy q2 Iyz rp Izx qr . Velocity-dependent hydrodynamic force: FDL X DL Y DL Z DL K DL MDL NDL T , (A.3)

X DL Y DL Z DL K DL M DL N DL

r r r r r r
2 2 2 2 2

l X vv v2 X ww w2 l Y v v Y vjvj vjvj
2 3 3 3 2

r
2

l X qjqj q2 X rr r 2 ,

r
2

l Yrr

r
2

l Y rjrj r jr j, l Zq q
3

l Z vv v2 Z w w Z wjwj wjwj l Kvv

r
2

r
2

l Z qjqj qjqj,

r
2

l K rr

r
2

l K rjr r jr j,

l M vv v2 M w w M wjwj wjwj

r
2

l Mq q

r
2

l M qjqj qjqj,

l N v v Nvjvj vjvj l N r r l Nrjrj r jr j. 2 2 2 Restoring force: 3 2 3 W Bsy X rest 6 7 6 7 W Bcysf 6 Y rest 7 6 7 6 7 6 7 6 Z rest 7 6 7 W Bcycf 6 7 6 7 6 7 6 y W y Bcycf z W z Bcysf 7 6 K rest 7 6 g 7 g b b 6 7 6 7 6 M rest 7 6 xg W xb Bcycf zg W zb Bsy 7 4 5 4 5 xg W xb Bcysf yg W yb Bsy Nrest 2

Frest

(A.4)

 Thrust force
Fthrust X thrust Y thrust Z thrust K thrust M thrust N thrust T , (A.5)

X thrust Y thrust

3 l aX bX uT cX u2 T dX uT , 2 Z thrust M thrust Nthrust 0,

r r
2

K thrust and uT

3 l aK bK uT cK u2 T dK uT ,

u0 n 1, n0 u wherein n0, u0 are the designed rps of the propeller and the designed forward speed of the vehicle, respectively.

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 Fin force:
Ffin X fin Y fin Z fin K fin M fin Nfin T , (A.6)

X fin Y fin Z fin K fin M fin N fin

r r r r r r
2 2 2 2 2

l U 2 X dR dR , l U 2 Y dR dR , l U 2 Z dS dS , l U 2 K dSS dSS l U 2 M dS dS ,
3 3 3 3 3

r
2

l U 2 K dSP dSP ,

l U 2 NdR dR . 2 Coordinates transformation matrix:

cos c cos y 6 J1 g2 4 sin c sin y sin y 2 sin c cos f cos c sin y sin f cos c cos y sin f sin y sin c cos y sin f 2 1 7 cos c cos f sin y sin c cos f 5; J2 g2 6 40 0 cos y cos f sin c sin f cos c cos f sin y 3 sin f tan y cos f sin f= cos y 3 cos f tan y sin f 7 5. cos f= cos y

(A.7)

Appendix B. Hydrodynamic and thrust coefcients of the ISiMI

m 21.8 kg Ix 0.1821 Ixy Iyz Izx 0 u0 1 (xg, yg, zg) (0, 0, 0.03) Hydrodynamic coefcients: Xu _ 0:000887 Xvv 0.005991 Xqq 0.002283 Yv 0.025040 Yr _ 0:000660 Zvv 0 Zw 0.025040 Zq _ 0:000660 Kv 0 Kp _ 0:00006 Kr 0 Mvv 0 Mw _ 0:000660 Mq _ 0:001502 Nv 0.000660 Nr _ 0:001502 X dR 0 K dSS K dSP 0 Thrust coefcients: aX 0 aK 0

D 213.64 N
Iy 1.8207 n0 5.2 (xb, yb, zb) (0, 0, 0)

213.64 N W Iz 1.8207

l 1.2 m

Xww 0.005991 Xrr 0.002283 Yv 0.062586 Yr 0.016100 Zw 0.062586 Zq 0.016100 Kv 0 Kp 0.000005 Kr 0 Mw 0.030853 Mq 0.007543 Nv 0.030853 or 0 Nr 0.007543 Y dR 0:043008 M dS 0:018192 bX 0.01802 bK 0.000236

Yv|v| 0.135039 Yr|r| 0.003567 Zw|w| 0.135039 Zq|q| 0.003567

Kr|r| 0 Mw|w| 0.011760 Mq|q| 0.001563 Nv|v| 0.011760 Nr|r| 0.001563 Z dS 0:043008 N dR 0:018192 cX 0.0012 cK 0.000306 dX 0.0002405 dK 0.000084

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