• 한국산학기술학회논문지
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• 제11권2호
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• pp.414-419
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• 2010

본 논문은 호버링 무인잠수정 'NOAH'의 설계과정을 언급하였고 그 성능을 확인하기 위한 수학모델을 정립하고 실험을 실시하였다. 시뮬레이션과 수조실험을 통해 성능을 검증하였으며, 무인잠수정 NOAH의 설계목표인 자세 및 위치제어를 위한 기본실험을 실시하였다. 설계된 무인잠수정은 일반적인 ROV형태의 외형을 갖고 있으며, 이러한 외형은 NOAH의 제작목적에 따라 다양한 장비를 설치하여 실험하기가 용이하며 크기는 $0.75m{\times}0.5m{\times}0.5m$이다. 추진을 위한 450watt의 용량을 갖는 4개의 추진기가 주행방향, 횡방향, 수직방향으로 설치되어져 있고 수심을 측정하기 위한 압력센서와 방향각을 측정하기 위한 자력컴파스가 설치되었다. 잠수정의 주행을 제어하기 위해 펜티엄 III의 소형 온보드 컴퓨터에 운영체제는 윈도우 XP를 탑재하였다. 제작된 호버링 무인잠수정 NOAH는 다양한 환경에서 여러 가지 제어알고리즘을 적용하여 성능을 개선하고 실험을 하기 위한 테스트베드로 운영된다.

• 한국지능시스템학회논문지
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• 제19권4호
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• pp.470-477
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• 2009

자기 자신의 형태를 변형하거나 물리적인 결합으로 재구성하여 새로운 환경에 적응하는 모듈형 자가 결합 로봇은 많은 연구가 필요한 분야이다. 본 논문에서는 물리적으로 결합 가능한 모듈형 로봇을 위한 영상기반의 자가 결합 제어기를 제안한다. 먼저 실시간 영상처리가 가능한 모듈형 로봇 플랫폼을 설계하고, 컬러기반 물체 인식 방법을 구현하였다. 모듈형 로봇은 자가 결합을 위해 결합될 로봇 근처의 부목표점까지 장애물들을 회피하면서 주행해 가야 한다. 본 논문에서는 부 목표점의 추적을 위하여 영상처리를 통해 얻은 거리와 방향각 정보들을 사용한 퍼지 주행 제어기와 장애물 회피를 위한 퍼지 제어기를 제안하고, 제안된 퍼지 제어기들과 로봇의 절대 거리 및 방향각 정보를 사용하여 모듈형 로봇을 위한 자가 결합제어기를 구현하였다. 실제 제작된 두 대의 모듈형 로봇을 사용하여 다양한 환경에서 로봇간 거리와 방향각이 다른 상황에서 실험을 수행하여 제안된 자가 결합 제어 방법의 성능을 검증하였다.

• 한국해양공학회지
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• 제18권4호
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• pp.33-39
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• 2004

This paper presents a hybrid underwater navigation system for unmanned underwater vehicles, using an additional range sonar, where the navigation system is based on inertial and Doppler velocity sensors. Conventional underwater navigation systems are generally based on an inertial measurement unit (IMU) and a Doppler velocity log (DVL), accompanying a magnetic compass and a depth sensor. Although the conventional navigation systems update the bias errors of inertial sensors and the scale effects of DVL, the estimated position slowly drifts as time passes. This paper proposes a measurement model that uses the range sonar to improve the performance of the IMU-DVL navigation system, for extended operation of underwater vehicles. The proposed navigation model includes the bias errors of IMU, the scale effects of VL, and the bias error of the range sonar. An extended Kalman filter was adopted to propagate the error covariance, to update the measurement errors, and to correct the state equation, when the external measurements are available. To illustrate the effectiveness of the hybrid navigation system, simulations were conducted with the 6-d.o.f. equations of motion of an AUV in lawn-mowing survey mode.

• 수산해양기술연구
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• 제34권2호
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• pp.144-158
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• 1998

In order to study basic information on the developed electro-magnetic compass, experiments were carried out on board M. S. KAYA at the pier of Dong Kuk Steel Mill in Pusan and the Korean southern sea using a three-axis magnetic sensor from Jan. 21, 1995 to Feb. 14, 1996. The obtained results were as follows : 1. The amount of old metal on the pier was about 27,290tons~57,440tons with an average of 40,560tons, the artificial local disturbance at the pier was min. 27.1$\mu$T, max. 66.5$\mu$T, ave. 433$\mu$T for the horizontal component and min. -27.0$\mu$T, max. 45.1$\mu$T, ave. 3.7$\mu$T for the vertical component. Its direction of horizontal component was 305$^{\circ}$ with the ship's head up bearing at 225$^{\circ}$. 2. The ship's magnetic distribution on the starboard side on berthing at the pier was 17.4$\mu$T for the horizontal component and -6.2$\mu$T for the vertical component. On the ship's port side, it was 19.8$\mu$T for the horizontal component and 4.1$\mu$T for the vertical component. On the ship's starboard side at sea, the ship's magnetic distribution was 19.2$\mu$T for the horizontal component and 3.2$\mu$T for the vertical component. On the ship's port side, the readings were 22.0$\mu$T for the horizontal component and -1.8$\mu$T for the vertical component. The directions of these readings were nearly starboard side. 3. On the pier, the secular change of the artificial local disturbance decreased 8.3$\mu$T from 61.0$\mu$T to 52.7$\mu$T for the horizontal component and decreased 7.1$\mu$T from 8.9$\mu$T M 1.8$\mu$T for the vertical component. On the starboard side from its berth, the ship, s magnetic distribution increased 2.6$\mu$T from 14.8$\mu$T to 17.4$\mu$T for the horizontal component and increased -0.1$\mu$T from -6.1$\mu$T to -6.2$\mu$T for the vertical component. On the ship's port side from its berth, it increased 7.1$\mu$T from 12.7$\mu$T to 19.8$\mu$T for the horizontal component and increased 10.2$\mu$T from -6.1$\mu$T to 4.1$\mu$T for the vertical component. 4. While at sea, on the ship's starboard side, the Secular change of the ship's magnetic distribution increased 3.9$\mu$T from 15.3$\mu$T to 19.2$\mu$T for the horizontal component and increased 2.0$\mu$T from -5.2$\mu$T to -3.2$\mu$T for the vertical component. On the port side, the changes increased 11.4$\mu$T from 10.6$\mu$T to 22.0$\mu$T for the horizontal component and increased 4.9$\mu$T from -6.7$\mu$T to -1.8$\mu$T for the vertical component. Upon berthing at the pier, the deviation of the secular change increased westerly 1 degree W~ 2.5$^{\circ}$ W from 3.5$^{\circ}$ W~ 5$^{\circ}$ W M 6W with the ship's head up bearing at 225$^{\circ}$. While at sea, these increased westerly 2$^{\circ}$ ~ 3$^{\circ}$ from the Northeast to the South and increased easterly 1$^{\circ}$ ~ 8$^{\circ}$ from the Southwest to the North. 5. While at port, within 1 mile between the ship and berth of the pier, as we approached the pier, the westerly deviation increased and when we departed the pier easterly deviation increased. When approaching the pier, the deviation was smaller than the deviation when the ship was departing from the pier. When approaching the bearing at 225$^{\circ}$ with the ship's head up bearing, the varies of deviation was smaller than the varies when the ship's head up bearing was departing from it.