| dc.description.abstract | This report documents the progress, methods and engineering in building and testing theframework for CyberShip Enterprise 1. The main focus have been to modularize, standardize and improve the infrastructure and the operative system with respect to performance.With a secondary objective to create a user-manual to operate it.The work is done for a surface vessel in 3 degrees of freedom, surge, sway and yaw, andin calm waters and slow speed.The reliability when conducting laboratory experiments with CyberShip Enterprise 1 havegreatly improved. This was achieved through repositioning and replacing the antennafor wireless communication, and a restructuring of how signals were handled betweenservers and softwares. The original setup with single frequency was replaced with a multifrequency producer-consumer structure.The futherst away a vessel is visible for Qualinsys is around 17 meters from the cameras.The shortest distance is roughly 4 meters infront of the cameras. This result in a lengthwiseworkspace for a vessel to be in the range of 13 meters. This length length can be increasedto 27 meters, If the carriage start from the beach end, and moves toward the wavemakerduring the experiment. It is not possible to increase it futher due to the length of thebasin, the wavemaker, beach, in/outlet and carriage is occupying.In the system identication, an addtitonal hydrodynamic damping coecent for slow speedhave been determined for the hull (Nv= 0:18140). In addtion higher order coecent havealso been estimated from the towing measurements. A pseudo library for lookup tablethruster mapping have been created. The bow thruster have been mapped for power limitinput = f0.15, 0.3, 0.4, 0.5g, and the voith schneider propellers for speed input = f0.3,0.4g. Measurments for voith schneider propellers for speed = 0.2 have also been conducted,but no lookup table have been created for it.The starboard voith schneider propeller rotates slow than the port voith schneider propeller. It is also noted that the servos are signicantly coupled and the force output dropsat the periphery value , 1 . Of the servos, servo 4 have the strongest coupling in surge-sway.Two advance control design were implemeted, tuned and tested, a LgV backstepping anda Nonlinear PID designed controller. In the ideal simulated word both of them were equalin terms of maneuvering. Only ellipse path was used in the laboratory. This had to dowith space constraints, and a wish to have long run time on the experiments.Originally only the LgV backstepping was tested in the laboratory. It converged and performed well. The only downside was it would constantly overshoot the heading, resultingiiiiv Prefacein a constant oscillation, while moving alone the path. The reason was due to the noisyvelocity estimation.In the laboratory, their performance depended heavily on how they were implemented. Ifboth of them were fully implemented, LgV backstepping proved to handle the uncertaintiesbetter. Although it would overshoot when exiting the sharper part of the ellipse path.While the fully implemented Nonlinear PID would struggle to converge to the path andbehave erratic.The velocity dependent term distorted Nonlinear PID 's results the most.The Nonlinear PID is the superior one if only the rst term iss active. It would convergenaturally to the desired position. Once on, it would stay there indenitely despite of thebroken servo arm.With all the improvement in the reliability, one important problem still remains; the lossof visibility. There are incidents when Qualinsys displays it sees all markes, but it isunable to calculate the vessels position and orientation. The cause of this needs to befurther investigated. Spare part servo arms should be purchased, and padding for the hullto dampen the impact to the basin walls. Several crack have been observed on the hull.Simulation Interface Toolkit have been discontinued, modifying it for Modular InterfaceToolkit can be an option. The labeling and choice of variable name can be improved upon. | nb_NO |
