Beruflich Dokumente
Kultur Dokumente
I. INTRODUCTION
Inspecting infrastructure has become an issue of increasing
relevance as the many plants and structures built in the 20th
century start to age. One particular area relates to water
filled infrastructure such as dams or ports. In addition water
piping systems are an area where improving maintenance
and reliability can directly impact the lives of many.
Another unique case where the inspection of water-filled
infrastructure is important is the inspection of the internal
components of boiling water reactor (BWR) power systems.
Inspections are generally carried out when the reactor is shut
down for refueling. The water filled pool that comprises
the reactor system requires thorough inspections and is a
growing area of robotics research.
The robotics community has responded quite well to these
new challenges, and new robots have been proposed and built
for the inspection of dams [1], ports [2], [3], water-filled
pipes [4], and nuclear power systems [5], [6]. Some key
challenges that still exist include accessing and inspecting
complex environments where small size and high maneuverability are required. In addition, some infrastructure such
as nuclear plants are subject to Foreign Material Exclusion
(FME) rules. This means that outside materials cannot be left
behind even if they are very small. Therefore the inspection
robots must be very robust to collisions.
A spherical shaped robot propelled by jets rather than
propellers would appear to be an intuitive approach. A
spherical shape can be designed to be quite strong, and
if no appendages such as fins are used, there exist no
A. Mazumdar, A. Fittery, and W. Ubellacker are with the Department
of Mechanical Engineering, Massachusetts Institute of Technology, 77
Massachusetts Ave., Cambridge, MA 02139 amazumda@mit.edu
H. Asada is with Faculty of Mechanical Engineering, MIT, 77 Massachusetts Ave., Cambridge, MA 02139 asada@mit.edu
Fig. 1.
3415
In this paper we present a new type of spherical underwater robot that uses only a single pump and two fluidic valves
to achieve three dimensional motions. Previous works such
as [14] and [15] have focused on ellipsoidal vehicles that
require careful feedback controller design for stable motions.
In addition, these vehicles used multiple pumps or propellers
for multi-DOF performance. The new spherical design and
analysis presented in this paper illustrates the potential of
a different approach to underwater vehicle design. Singlepump architectures have the potential to greatly reduce size
and complexity. In addition, spherical designs offer superior
capability due to their symmetry, minimal drag, and reduced
added mass.
As illustrated in Fig. 1, this robot is completely spherical and has no external protrusions or appendages. In the
following we will describe the design techniques used to
specifically tailor the fluidic valves for use in a small robot
system. A spherical vehicle design that uses only a single
pump is proposed and design tradeoffs will be discussed.
A planar maneuvering model will be used to design a
heading controller for the robot and its performance will be
evaluated. Finally, the prototype robot is described in detail
and experimental data is used to illustrate its performance.
II. P UMP J ET P ROPULSION S YSTEM
The goal of our design approach is to achieve forces
in multiple directions while minimizing size, weight and
complexity. Forces in two directions can be achieved by
cleverly designing a pump impeller and its housing. The
output direction of the pump is controlled by changing the
direction of the impeller. Pumps or bow thrusters with this
configuration are commercially available and have been used
for underwater robots such as [10].
The use of a bidirectional pump enables the generation
of jets in two directions. This means that additional systems
are needed to achieve a multi-DOF robot. Several choices
exist. First, multiple such pumps can be added. This is an
intuitive approach and simplifies control over the vehicle.
However, minimizing the number of pumps is an important
challenge. The pumps described in this work only provide
about 50 percent of the maximum force of a similarly sized
propeller. Therefore to achieve comparable forces, pump-jet
systems must be larger than comparable propeller systems.
In addition, with their seals, bearings, and controllers, pumps
can be heavy, bulky, and expensive.
A second approach is to use thrust vectoring. This involves
using a second actuator (usually a servomotor) to change
the output force direction by moving the output nozzle. This
approach is challenging because the jet vectoring mechanism
can become bulky and heavy. Servomotors by themselves can
be complex and cumbersome to fit into small spaces.
A. Bistable Wall Attachment Amplifier
Our approach is different from either of these. We draw
inspiration from fluidic technologies to achieve multidirectional forces. Specifically we focus on a device known as
a bistable wall attachment amplifier [16] which uses the
W
W
/Y
W
W
/Y
B. Propulsion Architecture
Combining a bidirectional pump with two fluidic valves
gives us the ability to produce jets in four directions. Figure
3 illustrates how we achieve three dimensional motions using
just one pump. We divide the motions into two classes. The
first type of motions are related to vertical motions (diving
and surfacing). We plan to design the vehicle to be neutrally
buoyant, so we use Valve 2 to provide forces in the z
3416
:
s
s
:
:
:
>&
ds
CD =
FD
1
A
c CD u|u|
2
(1)
MD
1
2 CM
D 5
r|r|
2
(2)
s
s
Zs
du
1
du
+ qw rv = FJ 1 + FJ 2 ma
Ac CD u |u|
dt
dt
2
(3)
dv
dv
1
m
+ ru pw = ma
Ac CD v |v|
(4)
dt
dt
2
dw
dw
1
m
+ pv qu = FJ 4 FJ 3 ma
Ac CD w |w|
dt
dt
2
(5)
m
(6)
(7)
(8)
3417
(9)
(10)
I (s) s = FJ (s)
mUc
v(s)
=
(17)
(s)
m + ma
This means that when the vehicle changes angle while
moving forward it will develop a constant sway velocity. The
negative sign means that as the vehicle turns it gets pushed
radially outwards due to centrifugal effects. This is damaging
for precision navigation tasks. The model performance is
complicated by the quadratic drag terms disappearing during
the linearization. Physical intuition tells us that the sway
velocity will eventually go to zero due to drag. This will
be discussed further in the simulation section.
FP
Pump
GFVP0
VP0
Valve
d
FJ
dTPWM
(16)
The dynamics for are relatively simple, and a PD controller can be designed to get a suitable response. However,
the sway dynamics are less well behaved.
(18)
TPWM
sWtD
/
Fig. 4. Illustration of Valve PWM (a), and the input output mapping for
control (b).
3418
TABLE I
Parameter
D
Ac
m
I
ma
CD
CM
LF,x
LF,y
Kc
fP W M
Uc
1
CM D5
(19)
2
1
N0 = CD Ac Uc2 LF,y
(20)
2
We then combine these expressions and integrate the
nonlinear differential equation governing r dynamics twice
over a quarter period. This can be used to approximate the
size of the vehicle angle oscillations in response to a PWM
input.
N 0 BZ T P W M
2I
A
log cosh
(21)
BZ
I
4
BZ =
A [Deg]
16
Uc = 0.1 m/s
14
Uc = 0.125 m/s
12
Uc = 0.15 m/s
10
8
6
4
K
2
0
0.5
1.5
fPWM [Hz]
2.5
Value
0.106[m]
0.0088[m2 ]
0.626[kg]
7 104 [kgm2 ]
0.313[kg]
0.75
0.75
0.03[m]
0.01[m]
0.002[N m/V ]
1.4[Hz]
0.15[m/s]
1000[kg/m3 ]
3419
-0.05
60
40
-0.1
-0.15
Full Nonlinear Simulation
d(t)
20
0
0
Linear Simulation
2
3
4
Time [s]
-0.2
0
^
Fig. 6. Simulation results for the heading controller. The angle tracking (a)
and sway response (b) are shown for both the linearized and the nonlinear
cases.
50
Open Loop
d(t)
d(t)
40
Closed Loop
(t)
30
40
[Deg]
80
[Deg]
v [m/s]
[Deg]
100
20
20
10
0
-20
0
4
6
Time [s]
^d
-10
0
4
Time [s]
Z
Fig. 8. Experimental data illustrating the results of the (a) straight test,
and (b) disturbance test.
K
s
W
s
Fig. 7.
B. Turning Tests
One of the potential benefits of using a spherical shape
is the low resistance to turning motions. We examined
this by subjecting the robot to several turning tests. In
order to remain within the context of our controller design
the vehicle was commanded to turn while maintaining its
forward velocity. The first test was a 180 turn. This is an
important study because this robot design does not have the
ability to reverse thrust. Therefore, the only way to avoid
collisions or stop very quickly is by turning 180 degrees.
Figure 9-a provides video trajectory tracking of the robot
performing such a maneuver. Notice how the robot turns
fairly quickly and is able to reverse direction and return to
a position approximately 10cm from where it began.
3420
0.8
X [m]
Y [m]
s:
Distance [m]
0.6
z
y
d
0.4
0.2
0
-0.2
0
sW
Time [s]
10
sd
15
dd
Fig. 9. Illustration of the vehicle performing a 180 turn. Part (a) shows
the XY trajectory from the video, and part (b) shows the time trajectories.
200
150
[Deg]
[Deg]
80
60
Fig. 11. Video data illustrating diving capability. A small fish tank was
used for this experiment in order to film properly.
100
40
VIII. C ONCLUSIONS
50
20
0
0
(t)
d(t)
5
Time [s]
Fig. 10.
10
0
0
(t)
d(t)
5
10
Time [s]
15
C. Diving Tests
Preliminary data was also obtained on the diving capability
of the robot. For the purposes of these experiments, the robot
was allowed to be slightly positively buoyant. Nonetheless
the vertical jets (Jets 3 and 4) were sufficiently powerful
to allow the robot to dive and surface. Figure 11 provides
an example of video data obtained from such an experiment.
While the diving mode does not cause the vehicle to pitch or
roll substantially, it does induce small yaw moments which
causes the vehicle to rotate. Since the Jets 1 and 2 are
inactive during a dive or surface motion, the robot can only
be reoriented once it reaches the desired depth. This is one
clear downside to the simple 1 pump architecture.
The video submitted along with this paper provides more
visual illustrations of the motions described in this paper.
D. Discussion
While the experimental results are for the most part
promising, there are clear areas that require further exploration. One area is the oscillations that are caused by
the Valve PWM control. These oscillations are generally
viewed as a negative; they cause errors in the heading and
This paper has described the design, control and performance of a new type of spherical underwater inspection
robot. The robot is completely smooth and is therefore
maneuverable, simple, and robust. Moreover, the robot uses
only one bidirectional pump for propulsion, thereby increasing simplicity. High speed fluidic valves are used to route
the jets in order to achieve motions in multiple directions
including surge, heading control, and diving. The spherical
shape greatly eases modeling, and a linear heading controller
was designed. The controller was implemented using a Valve
PWM control algorithm, and experimental results illustrate
the efficacy of this approach. Experimental results also
confirm the turning performance and diving capability of this
robot design. Future work will focus on designing trajectories
to take into account the advantages and limitations of this
propulsion architecture.
The scaling of this approach is an important consideration.
While the fluidic valves can be scaled to both larger and
smaller sizes, scaling upwards is the most practical for
underwater robots. Initial research has already explored using
larger pumps with such valves. Such designs hold particular
promise because the size and weight of the valves do not
scale in the same way as pumps. Specifically, the switching
motor is the heaviest component and can be used on larger
valves. This means that by combining fluidic valves with
larger pumps, significant size and space improvements could
be achieved when compared to multi-pump designs.
Finally, the techniques and technologies outlined in this
3421
[17] Y. Xu, I.W. Hunter, J.M. Hollarbach, D.J. Bennett, A Portable Air
Jet Actuator Device for Mechanical System Identification, IEEE
Transactions on Biomedical Engineering, vol. 38(11), 1991, pp 11111122.
[18] J. Belden, W. Staats, A. Mazumdar, I. Hunter, An Airjet Actuator
System for Identification of Human Arm Joint Mechanical Properties,
Review of Scientific Instruments, vol. 82, 2011.
[19] R. Chen, Q. Huang, G.G. Lucas, Theorectical and experimental study
of a fluidic device as a fuel injector for natural gas engines, Proc.
Instn Mech Engrs, vol. 212, 1998, pp 215-226.
[20] M. S. Mason, W.J. Crowther, Fluidic Thrust Vectoring of Low
Observable Aircraft, CEAS Aerospace Aerodynamic Research Conference, 2002.
[21] I. Rust, H.H. Asada, A dual-use visible light approach to integrated
communication and localization of underwater robots with application
to non-destructive nuclear reactor inspection, Proc. of the 2012 IEEE
International Conference on Robotics and Automation, 2012, pp 24452450.
[22] M. Triantafyllou, F. Hover, Maneuvering and Control of Marine
Vehicles, MIT Course Notes, Department of Ocean Engineering, MIT,
2003, MIT.
[23] J. Newman, Marine Hydrodynamics, MIT Press, 1977.
[24] M. Zastawny, G. Mallouppas, F. Zhao, B. van Wachem, Derivation of
drag and lift force and torque coefficients for non-spherical particles
in flows, International Journal of Multiphase Flow, vol. 39, March
2012, pp. 227-239.
3422