transmittal - florida institute of technologymy.fit.edu/~swood/project sonar final report.pdf ·...
TRANSCRIPT
TRANSMITTAL
Florida Institute of Technology
Department of Marine and Environmental Systems
OCE 4541
---------------------------------------------------------------------------------------------------------------------
TO: Dr. Stephen Wood
Dept. of Marine and Environmental Systems
Florida Institute of Technology
150 W. University Blvd.
Melbourne, FL 32901
FROM: Team ASV: Project SONAR
Dept. of Marine and Environmental Systems
150 W. University Blvd.
Melbourne, FL 32901
RE: Final Design Report
DATE SUBMITTED: July 23, 2010
---------------------------------------------------------------------------------------------------------------------Dr. Wood,
Please review the attached Final Design Report for the “Surveyor Of Natural and Artificial Reefs” Remotely Operated Surface Vehicle
Jeffrey Frishman
Jessica Haig
Joshua Huckstep
Mathew Jordan
Patrick Lussier
Carlos Vizcarrando
ii
S.O.N.A.R.
Surveyor Of Natural and Artificial Reefs
Jeffrey Frishman Jessica Haig Joshua Huckstep
Mathew Jordan Patrick Lussier Carlos Vizcarrondo
iii
Acknowledgements:
Thank you to Florida Institute of Technology and the Department of Marine and
Environmental Systems for their support and educational tools that enabled us create
such an interesting project. Team ASV would like to extend our gratitude toward Mr.
Alan Shaw for his invaluable assistance and for his workspace and materials used for
our project. We would also like to thank Dr. Stephen Wood and Mr. Bill Batten for their
mentoring and help with several marine instruments. Finally, we would like to thank Mr.
Hebert Shivek for his generous donations to Project SONAR.
iv
Executive Summary:
The Florida Tech Ocean Engineering senior design team for the Autonomous
Surface Vehicle (ASV) began its research and development of a reef surveying vessel
in January 2010. Our goal was to construct a vessel for inspection of natural and
artificial offshore reefs within a 50 ft. depth range. The target environment is mainly of
the coast of Florida, however the project has been created to adapt to various coastal
regions. The typical tasks of the ASV are to collect and analyze data pertaining to reef
quality. It employs several types of marine instruments housed in individual modules
that are interchangeable to accommodate different research needs. This vessel is
designed to operate in shallow coastal waters and is seaworthy and sound in moderate
weather conditions. To reduce operating costs and to increase range, we utilized
electric propulsion powered by batteries in conjunction with solar panels. Navigation is
achieved by remote control from a nearby surface vessel aided by a Global Positioning
System. Sea trials were executed in June 2010, and our final vessel was completed by
the Florida Tech symposium in July 2010. Our starting financial budget was $1400, and
we sought to supplement this with outside funding. Our overall objective is to aid in
monitoring and maintaining natural and artificial offshore reefs.
Table of Contents
Acknowledgements: ........................................................................................................ iii
Executive Summary: .......................................................................................................iv
Introduction: .................................................................................................................... 3
Motivations ................................................................................................................... 3
Background & History .................................................................................................. 4
Project Design Goals ................................................................................................... 4
Engineering Specifications ........................................................................................... 5
Research and Initial design ............................................................................................. 6
World Applications ....................................................................................................... 6
Project Background: ..................................................................................................... 6
Existing Designs .......................................................................................................... 7
Initial Design ................................................................................................................ 9
Manufacturing ............................................................................................................... 11
Initial Phases .............................................................................................................. 11
Safety Precautions ..................................................................................................... 11
Fiberglassing .............................................................................................................. 12
Hatches ...................................................................................................................... 13
Frame Construction ................................................................................................... 13
Control Systems/ Electrical ........................................................................................ 14
Instrumentation .......................................................................................................... 17
Testing .......................................................................................................................... 19
Transportation ............................................................................................................ 19
Method of Assembly and Disassembly .......................................................................... 24
Assembly ................................................................................................................... 25
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Disassembly ............................................................................................................... 26
Testing Conclusion .................................................................................................... 27
Discussion ..................................................................................................................... 27
Recommendations ..................................................................................................... 27
Project Conclusion ........................................................................................................ 28
References .................................................................................................................... 29
Appendix ....................................................................................................................... 29
Table of Figures
Figure 1: Coral Reef off the coast of Florida .................................................................... 3
Figure 2: Wet Mobile Watts ............................................................................................. 4
Figure 3: Wet Mobile Watts Ocean Energy System ........................................................ 6
Figure 4: USS 6300 ......................................................................................................... 7
Figure 5: SSV .................................................................................................................. 8
Figure 6: ROAZ II ............................................................................................................ 8
Figure 7: Pro Engineer Drawing of S.O.N.A.R. ............................................................... 9
Figure 8: Glass Matt Batteries ....................................................................................... 10
Figure 9: Fiberglassing Third Hull ................................................................................. 12
Figure 10: Original Frame layout ................................................................................... 13
Figure 11: Battery Box in Hold ...................................................................................... 14
Figure 12: Trolling Motor Mounted ................................................................................ 15
Figure 13: Patrick, Josh, and Jess in the pond .............................................................. 20
Figure 14: Carlos driving the project in the ocean ......................................................... 23
Figure 15: Vehicle Disassembled .................................................................................. 26
Figure 16: Azipod .......................................................................................................... 27
3
Introduction:
The Florida Tech Senior Design for 2010 has produced Project S.O.N.A.R. Team
ASV worked diligently for six months, including enrollment in Ocean Engineering Senior
Design course and the Marine Field Projects. The Surveyor Of Natural and Artificial
Reefs is an autonomous surface vehicle capable of inspecting and evaluating reef
systems in shallow coastal areas around Florida. It employs several marine instruments
capable of measuring water quality, temperatures, weather and surface variables, and
tracking ocean currents around reef habitats. Ultimately, it is the collected and analyzed
data that will indicate reef health and contribute towards a better understanding of reef
ecology.
Motivations
Along hundreds of miles of submerged continental slope, coral reef habitats are
thriving with biology. Reef ecosystems are found in tropical waters around the world and
contribute significantly towards many marine species. The waters off of Florida alone
are one of the highest bio-diversity locations in the
Atlantic Ocean. Studying reef systems will
contribute towards a more thorough understanding
of marine biology and how these fragile ecosystems
survive.
Project S.O.N.A.R. is autonomous surface
vehicle that can aid in the quest for answers in marine science. Since reef habitats play
vital roles in the oceans and for its marine life, Team ASV created a trimaran marine
platform capable of inspecting and evaluating reef systems in shallow waters. It can
collect data retrieved from various marine instruments and ultimately indicate coral reef
health. The data analyzed is a key factor of the success of Project S.O.N.A.R. The
trimaran is typically deployed from a Research Vessel and allowed to operate for
Figure 1: Coral Reef off the coast of Florida
4
predetermined time. This autonomous surface vehicle will perpetuate the pursuit of
understanding reef ecosystems and its surrounding ocean biology.
Background & History
Project S.O.N.A.R. originates from a previous senior design project. The Wet
Mobile Watts Ocean Energy System was an energy conversion apparatus. It consisted
of a water wheel fixated between a fiberglass and aluminum catamaran. The wheel
would turn in the current, creating kinetic energy from the water flow, and convert and
store converted electric energy onboard. Team ASV recycled their two hulls, used the
mold to replicate a third fiberglass hull, and created a trimaran to monitor natural and
artificial reef systems. The aluminum was also salvaged and consists as part of our
projects aluminum superstructure. The autonomous surface vessel operates several
instruments and control devices.
Autonomous surface vehicles have not only
been limited to scientific research and development.
Vessels like Project S.O.N.A.R. have been sought in
military, commercial, and government industries.
Other typical tasks of remote or autonomous surface
vessels include surveillance, hydrographic survey,
and miscellaneous marine operations. Project S.O.N.A.R.
is a multi-purpose marine platform that has the capability to accommodate various
research needs and adapt to different coastal environments around the world.
Project Design Goals
Team ASV is aiming to promote the restoration and preservation of coral reef
ecosystems in shallow waters off the coast of Florida. Project S.O.N.A.R. answers our
request and leaves room for further potential research. This project proceeded with a
design phase, construction phase, and a testing phase.
Figure 2: Wet Mobile Watts
5
The design phase allowed Team ASV to experience the engineering and design
process. In turn, we were able to make secure and sound engineering decisions without
relying on trial and error. In the construction phase, we concentrated on transferring our
design ideas into an efficient and functional prototype. Creating the third fiberglass hull
and assembling the aluminum superstructure were major steps of this phase.
Subsequently was constructing secure housing for several marine instruments. The
testing phase required resolving transportation and application of Project S.O.N.A.R. It
was tested in a pond, the Eau Gallie River, and the Florida Keys in the Gulf of Mexico.
Testing our autonomous surface vehicle allowed us to observe and improve
unconsidered elements and proceed forward with the projects development.
The results of our project will lead towards a broader understanding of coral reef
health and ecology. It is designed to be capable of adapting to any marine research that
requires a mobile surface instrument platform. It began as a remotely operated surface
vehicle and has evolved into an autonomous surface vehicle. Electric power and
propulsion is achieved by marine grade batteries coupled with solar panels, enabling a
clean energy method of operation. Project S.O.N.A.R. completed all project phases and
was ready for presentation at the 2010 Florida Tech Senior Design Symposium.
Engineering Specifications
Project S.O.N.A.R. is approximately 12 feet in length and 10 feet in width. The
vehicle dismantles into three hulls that are just less than 7 feet in length. The two side
hulls have 6 foot cut outs that have plywood lids. These hulls store the batteries that
power the vessel. The center hull has four cut outs, all which have marine hatches for
secure sealing. The openings have been designed to accommodate the handling of
instruments used during operation. The openings created between the hulls are covered
by two wooden decks. These decks are platforms for the solar panels, as well as stable
footing for carrying out maintenance at sea. The engineered load is 1500 lbs and
provided a constant in our calculations. Although our field and ocean test handled a
load no more than a few hundred pounds, the max load is 3000 lbs. At 1500 lbs, the
draft of Project S.O.N.A.R. is 6 inches.
6
Research and Initial design
World Applications
Autonomous Surface Vehicles (ASV) has been used since World War II but
lacked the technological skills to function effectively at that time. They have numerous
uses in fields such as military, commercial, and research. ASV’s may have a variety of
designs depending on their use and environment in which they operate. One main use
of modern ASV’s is for research and to reach places that are hard for humans to go. A
key advantage of these vehicles is that they can be adapted with several measuring
instruments that can collect various data. This minimizes the necessity of relying on
multiple vehicles each equipped with a different instrument.
Project Background:
The Wet Mobile Watts Ocean Energy
System was the base platform for our project.
This was a senior design project from last
year that was built to obtain ocean/river
energy for when natural disasters occur. This
was an anchored surface vehicle that
consisted of two hulls connected together with
aluminum square beam, with a water wheel
attached to a generator in the stern. The
vehicle was to be towed to a position where it
can anchor down and be free of obstruction.
The system was designed so that water current
would spin the wheel and convert kinetic energy from the water flow to electric energy
and stored within onboard batteries. [4]
The hull design allowed for a great capacity of storage for batteries and
capacitors that would store this energy and transfer it to where it would be needed.
Figure 3: Wet Mobile Watts Ocean Energy System
7
From the figure above, the water wheel and the bars supporting it was eliminated for our
rectified design. The crossbeams connecting the two hulls were cut to give space for the
third hull that is located in between both hulls and pushed about 3 feet forward of the
side ones. The upgrade from a catamaran to trimaran provided greater stability and sea
worthiness in the successful sea trials that were conducted. Also with this trimaran
design less draft was created with the working payload it had onboard as it was
recorded from its tests and sea trials at the Dry Tortugas.
Existing Designs
Autonomous Surface Vehicle Ltd. is a company in the United Kingdom that
specifies in creating unmanned autonomous surface vehicles for commercial and
military applications. They create vehicles designed for surveillance, hydrographic
survey, gunnery training, and mine-hunting. Their ASV 6000 is an autonomous semi-
submersible vehicle that resembles characteristics similar to S.O.N.A.R. but have their
own differences. The ASV 6000 was created with the focus of surface surveillance and
hydrographic surveying in shallow water. Recently, C&C Technologies in the USA
purchased a USS 6300 which was equipped with a Klein 5000 side scan sonar and
Simrad EM3002 multibeam sonar for commercial hydrographic survey. The USS 6300
is a semi-submersible vehicle also created by ASV Ltd. that is diesel powered with a
range of 400 miles. Unlike the USS 6300, our project runs on electric power provided
by four 12 volt batteries and solar panels to recharge them. [1].
Autonomous System
Laboratory (LSA) is a unit from
the Engineering School of Porto
Polytechnic that specializes in
creating and doing research on
autonomous systems. One of
their recent projects was ROAZ II.
Figure 4: USS 6300
8
ROAZ II is an autonomous surface vehicle that has a catamaran design held together
by aluminum beams. It measures 14.7ft long, 7.2ft wide and carries a variety of
electronics such as a side scan sonar, small CTD, WIFI antenna, 2.4Ghz wireless
video, GPS navigation, and thermal camera vision. To power the ROAZ II, LSA used
four 12 volt 56Ah batteries which gave the vehicle a run time of 6 hours at a speed of
1m/s. The ROAZ II uses a Furuno radar and thermal imaging vision to guide itself in
harbors or open sea for the night time. [3]
Military and Oceanographic groups have
shown interest in vehicles of this type for their
wide range of use and their easy application.
ASV’s are the new evolution of technology in the
field of Ocean Engineering due to their capability
of being used in such diverse ways and
adaptable designs. ASV’s are efficient to apply
to the desired environments they will operate in.
Also some are made of composite material -
making them easy to work with and low
maintenance. The idea of a trimaran is one that
has been used, but its full potential has not been
shown yet. ASV Ltd. Has produced a semi-
submersible vehicle (SSV) consisting of a tri-hull
design that serves as a stable platform for
deployment of sensors and instruments. One
flaw of this design could be if it were deployed in
shallow waters, it might inflict reef damage.
Figure 6: ROAZ II
Figure 5: SSV
9
Initial Design
S.O.N.A.R. has a trimaran design that evolved from a catamaran design
developed in last year’s senior design project Wet Mobile Watts. The design consists of
three hulls that are laid out in a triangular shape with the center hull being located about
3 feet forward of the two side hulls. This idea of making it a trimaran was done to
increase stability while the vehicle travels into wave action and to yield accurate data
from the on-board instruments. Also this design is a breaking point from the traditional
single or catamaran style designs that have been used for most ASV’s. The three hulls
are held in place by aluminum square tubing that comes out from the center hull and
slides into the aluminum tubing fixed into the side hulls. There are two long aluminum
beams that run the length of the assembled vehicle, along the center hull, to improve
the strength of the vessel since it will face harsh marine conditions. Once the aluminum
is slid into place, the nesting beams
are tightened down by heavy duty
bolts and locking nuts. This
triangular spread also allowed for a
vast expanse of deck space for
solar panels, other needed
instrumentation, and equipment.
The solar panels are mounted on
pieces of wood on the deck to
provide cooling, to receive direct
sunlight, and charge the onboard
batteries when needed. The anchor winch is located on the bow of the center hull and
the electrical components are enclosed in the middle of the center hull sheltered by
waterproof hatches. Attached to the aluminum cross beam at the stern of the vehicle is
a drill motor encased inside an aluminum box. From this box protrudes a threaded rod
attached to PVC pipe that holds the Acoustic Doppler Current Profiler (ADCP) mount.
This drill spins in both ways to either raise or lower the unit into the water to gather data
as accurate as possible. Situated on the same beam as the aluminum box is a vertical
PVC pipe which serves as a support rod for a Davis weather station that records
Figure 7: Pro Engineer Drawing of S.O.N.A.R.
10
meteorological data. Since the batteries and measuring devices are not housed inside
the center hull, all the wires run through the aluminum frame from the side hulls into the
center hull in order to provide protection from sun, water, and pinching.
The vessel is powered by four 12 volt Absorbed Glass Matt (AGM) batteries.
These batteries are located in custom made battery boxes that hold two batteries each
and then one battery box is located in the middle of each side hull. This location was
decided upon to distribute the weight as evenly as possible to maintain maximum
stability. The aforementioned batteries will provide power to two thirty pound thrust
trolling motors that are mounted on the two stern
hulls for effective propulsion and turning
capability without the use of a rudder. In addition,
the batteries along with the inverter and solar
panels power the computer systems and on-
board instruments.
Transportation served as an interesting
factor to incorporate into the design phase. To
ease this process, the vessel was designed to be disassembled at specific points for a
simple breakdown, and also for an easy reassembly. These points are located on the
aluminum tubing, so the three hulls can easily disconnect. The deck will be picked up off
the platform to allow the pontoons to cleanly come apart. Completely disassembled, the
platform will be in a total of five pieces.
Another factor that was taken into account was the deployment of our vehicle off
a ship or off a dock, into the water. The solution to this issue was to create a lift system
that would lift the vehicle into the air and set it on the water surface. To safely
accomplish this, a six-point lifting harness was manufactured specifically for this task.
The six points of contact for this lifting harness include two contact locations at each
pontoon. The harness hooks into the eye bolts that are located in the connection points
on the aluminum tubing. This is to maintain structural integrity during lifting.
Figure 8: Glass Matt Batteries
11
Manufacturing
Initial Phases
The initial phase of the manufacturing process of the vessel began with the hulls.
Two previously completed hulls were salvaged from the Wet Mobile Watts project for
the outer pontoons of the trimaran, while the old mold from them was utilized to make
an identical center hull. The plan was to make this third center hull and connect it with
the other two in a triangular frame design. All of the team members completed machine
shop training at Florida Tech, which was very helpful in gaining knowledge about
machining materials, all of which that were used was metal but no fiberglass. Alan
Shaw’s expertise in composites was sought out to assist with this, and he agreed to not
only help fiberglass the hull, but to also aid in building the interior bulkheads and
trimming.
Safety Precautions
During all phases of the manufacturing process safety was of utmost importance
and constantly was considered. All machining of aluminum was completed while
wearing proper eye protection and closed toed footwear. Loose clothing was not
allowed near fast moving tools such as saws, and ear protection was worn if needed
while operating machinery. Any person who was working with the fiberglass materials or
was exposed to any airborne agent was wearing a respirator and was in a well
ventilated area. Gloves were also used when any dangerous substance was to be
handled. When working with any materials which could potentially involve any health
risk MSDS sheets were consulted and kept handy in case of emergency.
12
Fiberglassing
Starting with the mold taken from the old Wet Mobile Watts project, the first step
in Fiberglassing the center hull was to put wax on the mold. After carefully applying a
thin even layer of wax with no clumps, a few layers of mold release were added and
then dried with a heat gun to ensure a non-stick removal of the hull from the mold. A roll
of fiberglass matte and weave were then cut into strips that would be laid down onto the
mold. After cutting the actual fiber, epoxy resin was made and then brushed onto the
mold after the mold release was
completely dry. The previously cut cloth
was then laid over the mold carefully by
hand to make sure there was no piece
of cloth not soaked with resin and there
were no wrinkles or bubbles in the cloth.
Brushes and rollers were used on the
spots where they were needed to
ensure this. Two layers of matte cloth
with resin were laid covering the entire
mold shape with the top exposed. After
these layers an addition of weave cloth and resin was added to help strengthen the
fiberglass. After waiting for the resin to dry and harden, this cloth laying procedure was
then repeated once for 6 total layers of cloth and resin making up the hull. After waiting
overnight for the fiberglass to dry, the next step was to remove it from the mold. The
fiberglass was taken off the mold and was sanded smooth. Wood was then cut and
placed inside the hull where they were glassed in as bulkheads. Interior stringers were
also added to the bottom of the interior of the hull screwed into the bulkheads and holes
were cut to create a path for water to flow out of the forward compartments. Plywood
was screwed onto the stringers to allow a dry platform for interior components to rest
on. Also a wooden lid was made and four hatches were cut out of it. The lid was then
fiberglassed on, and the entire exterior was covered in a yellow gel coat. Once
everything was dried it was time to work on putting it together with a frame.
Figure 9: Fiberglassing Third Hull
13
Hatches
One part of the project that was an issue was the hatch lids. For the side hulls
they each have one large hatch covered by a wooden cover with weather stripping for
waterproofing. The center hull has four hatches of varying size. Our initial hatch lid
design was taking starboard screwed over a wooden cover outlined with weather
stripping. Handles for the lids were made by screwing plastic clamps holding a rope
handle to the starboard lid. These hatches were somewhat functional but they were not
watertight, and they were not heavy enough to stay in place during a high wind
condition.
To improve on these hatches new watertight ones were ordered. Four hatches
were then siliconed and screwed into the hull. The center hatch lid was not waterproof
from the factory, thus we added rubber over the gap near the hinge for water to run over
instead of into the hull. The rear hatch has a vent which is expected to keep the interior
of the hull cooler, while letting in a small if any amount of water into the aft
compartment.
Frame Construction
The original frame design was to have
the center hull be jogged forward with two
angled aluminum beams entering the hull in the
sides of the forward bulkhead connecting back
to the outer hulls. This angled design was
revised to not angle the aluminum beams into
the center hull, but rather to bolt aluminum
cross braces through the forward and rear
bulkheads, allowing for straight beams to be
parallel to the sides of the forward hull. The
second design was much easier to build and
Figure 10: Original Frame layout
14
did not require the problem of angling the beam into a hull, but still provided the vessel
with the strength needed to be sea worthy. The parallel beams were bolted to the front
cross piece and notched over and bolted to the rear cross brace. This allowed for the
straight beams to run right next to the side of the hull for maximum strength. Cross
braces were then added to the side hulls in the front and rear, which connected to the
rear cross brace of the center hull and the beams running to the back respectively. The
cross braces on the center hull are a half inch larger than the cross braces on the side
hull, thus allowing assembly and disassembly by sliding the pieces in place like a
puzzle. Bolts were placed at all necessary junctures to provide a strong sturdy frame for
the vessel to rest on. Six eye bolts were also used to serve as lifting points for
movement of the vessel by crane.
Control Systems/ Electrical
The vehicle runs off of four marine Absorbed Glass Mat (AGM) 79 amp/hour 12
volt batteries from West Marine. The batteries are combined into two packs that each
contain two batteries wired in parallel to
provide more capacity and allow for a longer
run time. Wooden boxes reinforced with
fiberglass hold each pair . Each box is located
in one of the side hulls and placed inside the
front hold, where there are holders on the deck
to keep the boxes from sliding. There are
female twist lock plugs on both boxes and male
plugs wired into the hold so that they may be
unplugged and lifted from the vehicle easily.
Both of the boxes are wired to a battery selector switch in the center hull. This provides
the ability to select which battery pack powers the vehicle and can be used as a main
power switch. On the output from the selector switch there is a 30 amp circuit breaker
so that if something shorts, power is automatically turned off. Everything that requires
12 volts is run off of this system.
Figure 11: Battery Box in Hold
15
Each battery pack has a 158 amp hour capacity and our vehicle draws about 6
amps when anchored and draws 24 amps when moving. It was calculated that our
vehicle will run for 20 hours when it is anchored and will run for eight hours at full speed
off of one battery pack. These runtimes are simply doubled if the vehicle runs off both
battery packs.
Included in the electrical system is a 200 watt inverter. This allows for the use of
instruments and standard computers that run off of 110 volts. The inverter is hooked up
to the main 12 volt power system. The inverter draws about 5 amps while powering a
computer and ADCP. This system is designed for the computer to run constantly along
with any instruments onboard.
The vehicle has two motor guide trolling motors. These motors provide 30
pounds of thrust each while drawing less than 10 amps. Each motor is controlled by an
electronic speed controller originally made for a radio controlled car. These motor
controllers are designed to accept signals
from a hobby R/C receiver and can
handle up to 420 amps. The motors are
used to both steer and provide propulsion
to the vehicle. To turn the vehicle either
right or left, the speed of each motor is
varied. In order to turn left, the speed of
the motor on the right hand side is
increased while the speed of the motor
on the left is decreased. The opposite
holds true to turn to the right. The left
motor speed is increased and the right
motor speed is decreased.
Since each motor controller is controlled by a separate channel on the receiver,
steering would be awkward unless the outputs from the receiver are modified so that
Figure 12: Trolling Motor Mounted
16
steering could be done normally on the controller. This was done using a pic microchip,
which takes the output from the forward reverse channel and combines it with the
steering channel to ultimately send new information to each of the motor controllers
based on the combined inputs.
A hobby R/C system uses pulse width modulation (PWM) to control servos and
motor controllers. The microcontroller is able to analyze the incoming PWM signals.
Pulse width modification signals consist of a high level pulse over specific time period
followed by a low pulse over a specific time period. Motor controllers base the speed of
the motor on the time of the high pulse. The microcontroller analyzes the length of time
in which the high pulse occurs.
The microcontroller does this on all four channels assigned as follows: forward
and reverse, steering, anchor control, and instrumentation mount management. It first
looks at the forward and reverse channel and steering channel. Then it normalizes
those two channels to zero so that they can be used in the output to each motor
controller. The right motor controller receives speed plus turn signal while the left
receives speed minus turn signal. The microcontroller then outputs these signals in
PWM format to the controllers.
The microcontroller also controls the anchor. It analyzes the anchor channel
coming from the R/C system to determine if it is going up or down. If the anchor is going
down, the microcontroller does not allow the anchor to go down for more than a minute.
This ensures that the anchor winch will not let out more than 90 feet of anchor rope. The
timer will continue even if the anchor is stopped and raised for a few seconds. If the
anchor is being raised, it will only come up until it hits the anchor roller. The
microcontroller uses the same concept for raising and lowering the instrumentation
mount.
This microcontroller has the capability of handling any autonomous control. The
autonomous control program is initiated by remote control being switched off. There is
an input for GPS and the memory to store way points. The GPS must output in Natural
17
Marine Electronics Association (NMEA) format for the microcontroller which
automatically takes the current longitude and latitude, the current heading, current
speed, and the current time. The microcontroller then uses the Bearing Formula and the
Distance Formula on a great sphere to calculate distance and heading to a way point.
The microcontroller then takes the current heading from the GPS and the desired
heading to determine the speed and steering signals for the motors. If the current
heading and desired heading are within one degree the vehicle will go straight and if the
distance is less than 0.01 nautical miles the vehicle is programmed to think it is at the
desired location. The motors will stop and the anchor will start to descend. The vehicle
is set to wait 48 hours while data is collected and the solar panels will maintain charge
on the batteries. Once data is gathered the anchor will raise and select the next way
point to navigate to. This process will repeat until the vehicle has visited all programmed
waypoints or until the R/C system has been reactivated.
The microcontroller and the R/C system are powered by a separate power
source then the rest of the vehicle. This is because both systems require 5 volts DC.
These 5 volts are supplied by a pack of AA batteries wired in series. If each battery
delivers 1.5 volts, a total of four batteries wired in series will provide six volts. The setup
allows the control systems to function even if there is a failure within the 12 volt system
in the vehicles main electronic system. At a later date a wireless transmitter can be
added so that any errors can be broadcasted to the operator.
Instrumentation
Our vehicle is designed to be a mobile instrument platform. It provides a
large stable structure for a variety of instruments. The vehicle was tested with an
Acoustic Doppler Current Profiler (ADCP) and a weather station. The ADCP measures
the water speed and direction at different depths using sound and the Doppler effect.
The ADCP used was a SonTek 1500 kHz unit, This unit featured three transducer
heads and has the ability to work in different orientations. This feature allows it to be
used on a surface vehicle experiencing wave can rock the vehicle.
18
The ADCP is split into two main parts, the sensor head and the electronics
canister. All of the data gathering is done by the senor head, where the transducers are
located and all of the data processing and unit control is done in the electronics
canister. The ADCP is powered by 24 volts DC. Since our vehicle is a 12 volt DC
system we had to use the transformer supplied with the ADCP that takes an input of
110 volts AC and outputs the required 24 volt DC. The transformer was plugged into the
inverter along with the computer. The computer is hooked up to the ADCP via a RS-232
serial connection on the electronics canister.
The computer has software that configures the ADCP for the deployment and
logs data from the ADCP. Also, there is software that will allow a scientist to analyze the
data by showing the water velocity at different depths and at different times. Each
ADCP unit requires a different pre-deployment set up. For this particular unit the pitch,
roll, and electronic compass had to be calibrated before any of the other settings could
be configured. This was accomplished by using a program called SonUtils and running
the calibration function. The program provided on screen instructions on the calibration
of the unit. The sensor head had to be rotated two full revolutions in the deployment
orientation while simultaneously being tilted in different directions. This process was
required to take no less than two minutes to ensure that it was calibrated correctly.
Once this was completed the program gave ratings on the pitch, roll , and compass
errors and determined if the calibration was successful or not. If it was successful the
unit then could be configured and used to gather data. This was done by using a
program called Current Surveyor, this software set the ADCP to take a profile once
every 5 seconds and it also took in GPS data so that all of the ADCP profiles could be
paired with a position.
The ADCP was mounted on the vehicle on a movable rod that allowed the
instrument to be raised and lowered. The ADCP has to be lowered below any wave
action and turbulence because any air bubbles can effect the data. When the vehicle is
recovered or if the water gets too shallow the ADCP is raised above the bottom of the
boat. The mechanism that raises and lowers the instrument consists of a PVC pipe that
19
is attached to a threaded rod that when spun by a motor will cause the unit to move
vertically.
The weather station is mounted on a six foot PVC pole on the stern of
S.O.N.A.R. This is a Davis Vantage Vue weather station. It measures all relevant
meteorological data. This includes: wind speed and direction, rain fall, temperature, dew
point, cloud cover, humidity, heat index, wind chill, and barometric pressure. The data
gathering unit wirelessly streams all data to a console so that it can be viewed and
logged in a computer.
Since the vehicle could be used in a variety of ways there is plenty of room for
more instruments such as: side-scan sonar, CTD, UV-VIS Spectrometer, and any
developed instruments that help analyze the ocean.
Testing
Transportation
In order to transport the vehicle from one location to another, the design needed
to incorporate a way for it to easily disassemble. S.O.N.A.R. fully assembled has a
measured beam of 116 inches. This is greater than the legal load limit of 102 inches
width for a trailer load. We devised the concept of disassembling the vehicle into three
main components. There are two sleeves on each of the side hulls in which the
aluminum beam protruding from the center hull slides into for a simple reassembly.
Broken down into these three components allows the vehicle to be transported in a
variety of different ways. When we traveled to remote testing locations we used a small
trailer, a large trailer, and even a combination of a trailer and a pickup truck.
We also made a steel cable lifting sling in order to deploy this vehicle off ships or
even docks. This sling is capable of lifting the vehicle fully assembled by attaching to
eyebolts located at six points. Two points are located near each of the three hulls and
20
the bolts are secured through the aluminum frame at these contacts. This sling supports
the vehicle fully assembled with the battery boxes, computer, instrumentation, and
motors in place.
Disassembling, loading up the components onto a trailer, and reassembling all
require a little bit of work, but this effort is worth it for the broad spectrum of tasks this
vehicle is able to be equipped for.
We had the opportunity to complete multiple tests during the construction phase
of our surface vehicle. These tests were conducted in a variety of different locations.
The point of these tests was to see how true our theory was in our design and to make
sure our hard work yields a durable vehicle.
The first test was initiated in a pond immediately after the frame was assembled,
joining the three hulls into one large unit. Before proceeding to place the bare minimum
components of this vehicle into the hulls, we decided to put our structure into the pond
in order to confirm that it floated, which was
a success. It sat fairly level in the water
with nothing in it. Upon reading the
previous group’s report about the maximum
load each pontoon can handle, our curiosity
led us to put three people on it to see how
much lower the hulls sat in the water. Once
three of our group members were aboard
we were amazed that the hulls drew about
a two inch draft. After much discussion we
decided to further our initial test by mounting the two trolling motors onto the stern
pontoons. We were interested in how much power each setting had to propel our boat
through the water. Messing with the settings and testing the main directions, forward,
reverse, and in circles, we were satisfied with our design and chose a location for the
batteries that would maintain the level state of the vehicle. While playing with the motors
we had only 2 of the 4 batteries in the vehicle. These two batteries were placed near the
Figure 13: Patrick, Josh, and Jess in the pond
21
stern because this is where the team thought they should be placed while designing;
this caused the boat to float at an angle with the bow mostly out of the water. To correct
this one person sat in the bow of the center hull to simulate the weight of what was
planned to be installed in the center hull. However, the vehicle still floated at a slight tilt.
So the batteries were moved to the front compartment of each side hull, this placed
most of the weight near the center of buoyancy and made the boat sit more level in the
water.
Following our initial tests we worked further on our vehicle installing wire
throughout the whole thing and compiling our electronic components. When the remote
control system was finalized, we once again initiated additional tests in the same pond
nearby. This time the vehicle was driven around the pond by the remote control. The
basic directions were tested again. This time though, the vehicle moved forward, in
reverse, and only to the right. This was a minor error and required a correction in the
program code. While driving the boat around the pond, smoke was observed coming
out of one of the motor covers, where the motor controllers were initially housed. Killing
power to the unit immediately, it was unplugged and left alone to cool down. Meanwhile,
we hooked up the bilge pumps and pumped collected rainwater out of the bottom of the
stern hulls. Later the same day, the motor controller was connected back up to the
motor and tested to conclude whether it was dead or just over worked. It turned out that
it had just overheated and therefore we moved it to a new location inside each of the
two side hulls respectively. We have experienced no further issues with this motor
controller since.
Eventually, the convenient testing in the nearby pond wasn’t allowing the vehicle
to be challenged as much. We decided to transport our vehicle to the Eau Gallie River,
a local river in Brevard County, Florida. This test was indeed an good challenge
because we got to experience disassembling our vehicle, strategically situating the
three pieces on a small trailer, and tying it down for safety. We were surprised to
discover that the entry location to this river was a rather steep boat ramp. The vehicle
was assembled at the top of the boat ramp where it was flat, and then lifted by all six
group members onto the trailer, situated sideways. The trailer was backed down the
22
boat ramp and the vehicle was successfully deployed into the river. Once clear of the
trailer, the motors were unfolded so they would be in the water and driven out into the
middle of the river where the current was more intense. The motors pushed the vehicle
against the current with no problems. The anchor was then let down all the way in order
to make sure that the anchor could hold the vehicle at a fixed location. This proved to be
a success.
Another mechanism that was put to the test was the anchor winch. We were
interested to see if the anchor winch would pull up all of the rope that was let out. The
anchor winch pulled up the rope to the point where the anchor was out of the water, but
not all the way until the anchor touched the anchor roller. This is an issue we are going
to further investigate so the anchor is not free hanging off the bow of the vessel. In
addition to the anchor winch, the range of communication between the vehicle and the
remote control was a common curiosity, so two group members sat on the decks while it
was driven down the river until communication started to fail. This distance was
estimated to be about 1000 feet.
Before recovering the vessel, one last component needed to be tested. Once the
vehicle was closer to the initial deployment site, the ADCP mount, with no ADCP
attached, was then lowered all the way down. This worked smoothly. After the mount
was as far down as it could possibly go, it was time to raise it back up. The remote
control operator switched the lever on the hand held control and nothing happened. The
operator could not drive the vehicle towards the boat ramp due to the ADCP mount
extending down underneath the platform. Moving towards the boat ramp would damage
the mount as the bottom became shallower. The two group members aboard the vessel
went into action to locate any signs of obvious malfunction. Finding nothing obvious, the
connections between all wires were then examined. The problem preventing the mount
to move was a faulty connection which was held in place for the mount to be brought
back to the surface so the vehicle could return to the boat ramp to be picked up. This
faulty connection would later be fixed properly when the proper materials and tools were
handy. The vehicle was driven towards the trailer and then allowed to coast right up to
the trailer. It was positioned above the trailer and slowly collected out of the water. The
23
vehicle was returned to campus and the day’s tests was discussed and deemed
successful.
S.O.N.A.R. was taken
onboard the research vessel R/V
Weatherbird II for a full size scale
test in similar conditions to what it
was designed for. The vehicle
was lifted using the vessels aft A-
frame and carefully placed into the
water. Once the vehicle was in
the water, group personnel got
onboard of it to go over an
established check routine before it
could be used. It was found that
the starboard motor was not
working properly and immediate action was taken to fix it. It was concluded that the
problem came from a loose connection in the wiring system that gives power to the
motors. We then proceeded to finish the check routine and found no other problems.
During testing, the vehicle was able to be driven around the R/V Weatherbird II while
having group personnel on it in case any alternate problems occurred. After some time
of testing, the personnel got out of the vehicle and gave comments on how well the boat
navigated and maintained stability. The vehicle was driven again around the boat to
take measurements from the ADCP, weather station that it was equipped with, and later
compared them with the measurements taken from the R/V Weatherbird II. S.O.N.A.R.
was able to go to desired locations by remote control and proved great maneuverability
with ongoing ocean and wind currents acting upon it. The only drawback we
encountered was that the vehicle was in a location that was too deep for its anchor to
reach the bottom floor so the anchoring test was abandoned but we still managed to
raise and lower it in a short distance. It was later determined that the measurements
taken from the vehicle had very little deviation from those taken from the research
vessel using more advanced and therefore accurate instruments. In conclusion, it was
Figure 14: Carlos driving the project in the ocean
24
proved that S.O.N.A.R. is ready and capable to go out and be deployed for several
days, collect data, withstand environment forces, and come back to its deploying site.
Method of Assembly and Disassembly
Transportation has served as an interesting factor to incorporate into the design
phase. To ease this process, the vessel is designed to be disassembled at specific
points for a simple breakdown, and also for an easy reassembly. These points will be
located on the aluminum tubing, so the three hulls can easily disconnect. The deck will
be picked up off the platform to allow the pontoons to cleanly come apart. Completely
disassembled, the platform will be in a total of five pieces.
Another factor to take into account is deployment off a ship or off a dock, into the
water. The solution to this issue is to lift it into the air and set it on the water surface. To
safely accomplish this, a six-point lifting harness is included in the design. The six points
of contact for this lifting harness include two contact locations at each pontoon. The
harness will hook into the aluminum tubing, through the eye bolts. This is to maintain
structural integrity during lifting.
Inventory:
o (2) Side hull attachments
o (1) Main center hull with superstructure attached
o (6) Eye Bolts with lock washers and nuts
o (2) Main deck pieces with solar panels attached
o (2) trolling motors
o (1) Remote control module
o (2) Battery boxes with batteries installed
25
o (1) Weather station and data display console
o (1) Weather station mounting U-Bolt
o (1) ADCP stand and mounting pipe clamp
o (1) Data recording computer with ADCP software installed on it
o (1) Set of Wrenches
o (1) Steel lifting harness
Assembly
Once the remote destination is reached, the trailer and truck will be unloaded in
an orderly fashion. The vehicle is then be reassembled and undergo initial tests in order
to be ready for the mission at hand. The reassembly process includes the separated
hulls being spread out in an area of similar dimensions to that of the completely
assembled vessel. The aluminum extenders will be slipped back into the aluminum
connections secured in the hull. At this point the electrical connectors will have to be
connected inside the aluminum tubing joints in order for the outside hulls to be
connected with the center hull. The bolts will be then securely fastened with the lock
washers and nuts. Once the hulls are reattached and connections are double checked,
the deck can then by lifted onto the platform. After the deck is in place the solar panels
can be connected to their respective charge controllers, which will in turn connect them
to the batteries. The battery modules will then be placed in hull locations and connected
to the proper ports. Also the trolling motors will need to be mounted and connected to
their proper outlets. Next, the weather station will be secured on its mounting rod via the
U-Bolt attachment. Finally the ADCP will need to be secured on its mount via a large
hose clamp and the data cable run back to the computer which must be mounted inside
the center hull. The entire system can then be switched on. Initial tests will then
decipher whether all connections are made and that all systems are a go. If there are
26
system faults, those problems will undergo a procedure to troubleshoot them and fix the
system faults correctly.
Disassembly
As is noted above the basic layout of this vessel consists of three hulls braced
together with aluminum tubing. For disassembly, the weather station will first be
removed and the U-Bolt stowed in one of the hulls. The weather station must then be
packed in a shock absorbent container in order to ensure that no damage to the unit
ensues during transport. Next, the ADCP and computer can be removed from its mount
and stowed in its own shock
absorbent case. Once these delicate
instruments are secured the trolling
motors can be disconnected and
stowed in an appropriate fashion.
They can also be locked in the full
upright position and left on the
transom mounts for transport. This
is a matter of preference and can be
decided by the operator. The battery
boxes can then be disconnected and
removed from the hulls in order to
make the hulls easier to pick up by hand. The boxes can be put back into the hulls
once the trimaran is on the trailer but not before. Be sure to leave the battery
connectors disconnected to ensure safety of the electrical system. Next, remove the two
deck pieces holding the solar panels and stow on the trailer. Once the decks have been
removed, disassemble the aluminum extenders by removing the bolts and pulling the
two outside hulls from the center. Place all the aluminum and steel hardware in the side
hulls so as not to lose any of it. Also, place the steel lifting harness and rope bridal in
one of the side hulls so as not to misplace them. Finally, place the center hull on the
trailer and secure with ratchet straps. The side hull can either be placed in the back of
the truck or on the trailer depending on the size and arrangement of the trailer. This is
Figure 15: Vehicle Disassembled
27
also a matter of preference and can be left up to the driver. The entire project can then
be transported from one location to another.
Testing Conclusion
Having our project designed in this fashion allows for the ease of handling and
transportation. This has been essential to the success of our project, while at the same
time creating some interesting design problems. While some of the problems
encountered were harder to deal with than others, we were able to push through them
and succeed with our goal of creating a totally adaptable and collapsible vehicle.
Discussion
Recommendations
As the project budget was limited, the amount of instruments and design features
available to be implemented on this vessel were also limited. It is recommended that
these additions are seriously considered if a larger budget becomes available. First the
solar panels used were 30 watt panels, and ideally these would be upgraded to 80 watt
panels for a much longer battery life and shorter charge time. In addition to this adding a
CTD which can take water samples would be ideal along with a fluorometer and high
grade underwater and surface video equipment.
These two systems combined would allow for both
chemical and visual analysis of the surveyed
underwater area. As this is going to be an
autonomous vehicle, a collision control system
should be added when there is no on site visual
monitoring. Another good addition would be that of
a radar system for collision control and to
complement the on board Davis weather station.
This would add forecasting to real time weather
readings from the station. Another recommendation is to look into converting the
Figure 16: Azipod
28
outboard trolling motors into a hull integrated Azipod system. This type of system would
allow the motors to be mounted under the hulls instead of the back, and servos could be
connected to the shafts giving a full 360 degrees of motor rotation. This would allow for
pinpoint accurate dynamic positioning for unparalleled control of the vessel.
Project Conclusion
Through this project we were able to learn the steps it takes to transform an idea
into a working prototype. This project was to be as close to a real world engineering job
as possible. The development of the vehicle went from a concept to a drawing and then
to components assembled to create a full functioning prototype. This followed what
would happen at a company that designs similar vehicles. The design of our vehicle
started as a simple modification of an existing platform and evolved into the whole new
system. Most of our designing happened before the construction phase, although some
occurred while the vehicle was under assembly as it was found that some of the original
ideas were impractical to build. This provided the team with a valuable learning
experience that could not be taught in a classroom. Since learning was done by both
making mistakes and by making things work all of our members finished this project as
better designers that have knowledge about the manufacturing of what they designed.
Also the building phase of the project provided the team with real world knowledge and
teamwork skills. The vehicle was not made by just one person nor was it made by an
outside figure. Because of this each team member was able to learn by doing not by
watching. Since S.O.N.A.R., a unique vehicle, was tested new testing procedures had
to be developed. By making these new procedures Team ASV was able to understand
how both new and old systems are tested in real world conditions. Also, because these
tests were performed by the team everyone got to see how well their designs that led to
a fully constructed prototype functioned. Each member is proud to have taken part in
this project that has taught more about real world engineering than any class taken so
far. The team now has a great appreciation for the hard work and the time it takes to
develop a system such as the Surveyor Of Natural and Artificial Reefs.
29
References
"Azipod Motor." Boat Tests Megayachts Boats for Sale Boat Reviews - Power &
Motoryacht - Home. Web. 12 July 2010.
<http://www.powerandmotoryacht.com/engines/azipod-engines-MAIN.jpg>.
“ROAZ.” ROAZ Autonomous Surface Vehicles- Autonomous Systems Laboratory. Web.
14 July 2010 <http://www.lsa.isep.ipp.pt/roaz_home.html>
"Autonomous Surface Vehicle." ASV - Autonomous Surface Marine Vehicles. Web. 12
July 2010. <http://www.asv.org.uk/>.
Appendix
A. Program Code
#include <p18f4520.h>
30
#include<timers.h>
#include<stdlib.h>
#include<delays.h>
#include<stdio.h>
#include<math.h>
#include<string.h>
#include<USART.h>
#define up 36
#define down -36
#define pi 3.1415926535
#define on 1
#define off 0
/*
Project S.O.N.A.R. Autonomous Control Version 1.2
Copyright Mathew Jordan July 2010
Target:PIC18f4520
Description: provides autonomous control for a vehicle using a GPS
Takes inputs from a radio control system for an overide
*/
float waylat[30]={33.94,1,2,3,4,5,6,7,8,9};
float waylong[30]={-118.4,1,2,3,4,5,6,7,8,9};
const char delimiters[]=",";
int tcount=0;
31
int tscount=0;
float bearing, heading;
float distance, speedog;
float clat, clong;
int hour, minute, second;
//right motor control on port B4 pin 37
void Right(int dir)
{
Delay1KTCYx(50); // 6 ms
LATBbits.LATB4 = 1; // control signal high
Delay100TCYx(137.5+dir); // .9 ms 40 is low and 235 is high
LATBbits.LATB4 = 0; // control signal low
}
//left motor control on port B5 pin 38
void Left(int dir)
{
Delay1KTCYx(50); // 6 ms
LATBbits.LATB3 = 1; // control signal high
Delay100TCYx(137.5+dir); // .9 ms 40 is low and 235 is high
LATBbits.LATB3 = 0; // control signal low
}
void Anchor(int dir)
{
32
if (dir>35 && dir<50)
{
if (PIR1bits.TMR1IF)
{
tcount--;
PIR1bits.TMR1IF=0;
TMR1H = 11;
TMR1L = 220;
}
if (tcount<=0)
{
//LATBbits.LATB2 = 0;
//LATBbits.LATB1 = 0;
tcount=0;
}
else
{
LATBbits.LATB2 = 1;
LATBbits.LATB1 = 0;
}
}
else if (dir<-30 && dir>-50)
{
if (PIR1bits.TMR1IF)
{
33
tcount++;
PIR1bits.TMR1IF=0;
TMR1H = 11;
TMR1L = 220;
}
if (tcount>1200)
{
LATBbits.LATB2 = 0;
LATBbits.LATB1 = 0;
tscount=0;
}
else
{
LATBbits.LATB2 = 0;
LATBbits.LATB1 = 1;
}
}
else
{
LATBbits.LATB2 = 0;
LATBbits.LATB1 = 0;
}
}
//capture channel 1
34
unsigned int getone(void)
{
//using regular input pin
//unsigned int time_result;
//configure timer 0
T0CON=0b10000101;
while(!PORTDbits.RD1);//Wait for high
WriteTimer0(0); //start timer
while(PORTDbits.RD1 & !INTCONbits.TMR0IF);//wait for low
//time_result=ReadTimer0(); //get length of pulse
if(INTCONbits.TMR0IF)
{
INTCONbits.TMR0IF=0;
return 260;
}
else
{
return ReadTimer0();
}
}
//capture channel 2
unsigned int gettwo(void)
{
//using regular input pin
//unsigned int time_result;
35
//configure timer 0
T0CON=0b10000101;
while(!PORTDbits.RD0);//Wait for high
WriteTimer0(0); //start timer
while(PORTDbits.RD0 & !INTCONbits.TMR0IF);//wait for low
//time_result=ReadTimer0(); //get length of pulse
if(INTCONbits.TMR0IF)
{
INTCONbits.TMR0IF=0;
return 185;
}
else
{
return ReadTimer0();
}
}
unsigned int getthree(void)
{
//using regular input pin
//unsigned int time_result;
//configure timer 3
T0CON=0b10000101;
while(!PORTBbits.RB5);//Wait for high
WriteTimer0(0); //start timer
while(PORTBbits.RB5 & !INTCONbits.TMR0IF);//wait for low
36
//time_result=ReadTimer0(); //get length of pulse
if(INTCONbits.TMR0IF)
{
INTCONbits.TMR0IF=0;
return 260;
}
else
{
return ReadTimer0();
}
}
void getbearing(float clat, float clong, float waylat, float waylong)
{
float b;
float a;
float deltalong;
clat=clat*pi/180.0;
clong=clong*pi/180.0;
waylat=waylat*pi/180.0;
waylong=waylong*pi/180.0;
37
deltalong=waylong-clong;
a=cos(waylat)*sin(deltalong);
b=cos(clat)*sin(waylat)-sin(clat)*cos(waylat)*cos(deltalong);
distance=atan2(sqrt((a*a)+(b*b)),(sin(clat)*sin(waylat)+cos(clat)*cos(waylat)*cos(deltalong)));
distance=distance*3440.07; //3440.07 mean radius of earth in nautical miles
//to test which works better
//1
bearing=atan2(sin(deltalong)*cos(waylat),cos(clat)*sin(waylat)-sin(clat)*cos(waylat)*cos(deltalong));
//or 2
//bearing=acos((sin(waylat)-sin(clat)*cos(distance))/(cos(clat)*sin(distance)));
}
void getgpsdat(void)
{
char
input[]="$GPRMC,000006.0,A,3612.00000,N,08667.00000,W,2.0,45.00,010114,012.4,W*76";
char *token;
//const char delimiters[]=", ;";
//getsUSART(input,70);
token=strtok(input, delimiters);
token=strtok(NULL,delimiters);
token=strtok(NULL,delimiters);
token=strtok(NULL,delimiters);
clat=atof(token);
token=strtok(NULL,delimiters);
38
token=strtok(NULL,delimiters);
clong=atof(token);
token=strtok(NULL,delimiters);
token=strtok(NULL,delimiters);
speedog=atof(token);
token=strtok(NULL,delimiters);
heading=atof(token);
token=strtok(NULL,delimiters);
token=strtok(NULL,delimiters);
token=strtok(NULL,delimiters);
//heading=45.0;
//speed=2.0;
//clat=36.12;
//clong=-86.67;
}
void rtc(int on_off)
{
if(on_off)
{
if (PIR1bits.TMR1IF)
{
tscount++;
}
if (tscount>=170000) hour=48;
39
}
}
void main(void)
{
//declare varibles
unsigned int speed;
unsigned int turn;
unsigned int right;
unsigned int left;
unsigned int anchor;
int waycount=1;
int atlocation=0;
int runcount=0;
unsigned int stear;
int automous=0;
//set port B
TRISB = 0b11100001;
PORTB = 0;
T1CON=0b10111001;
INTCON=0b11100000;
PIE1=0b00000001;
PIR1=0;
// open serial port
OpenUSART( USART_TX_INT_OFF &
40
USART_RX_INT_OFF &
USART_ASYNCH_MODE &
USART_EIGHT_BIT &
USART_CONT_RX &
USART_BRGH_HIGH, 129.2083);
while(1)
{
anchor=getthree()-203;
if(anchor<=-80) // check to see if remote is off, reciever drops this channel the most
{
automous=0;
}
else
{
automous=0;
}
if(automous)
{
if(runcount>=20)// run gps once every 20 cycles to save power and to free memory
{
getgpsdat();
getbearing(clat, clong, waylat[waycount], waylong[waycount]);
runcount=0;
41
}
if(atlocation)
{
Anchor(down);
//start real time clock and wait 48 hours or wait until fully charged
rtc(on);
if(hour>=48)
{
rtc(off);
waycount++;
Anchor(up);
atlocation=0;
}
}
else
{
stear=bearing-heading; //set stearing from heading
if(stear<=180.0 && stear>=1.5)
{
turn=-20;
}
else if(stear>=180.0 && stear<=358.5)
42
{
turn=20;
}
else
{
stear=0;
}
if(distance<=0.01) //~60 feet
{
atlocation=1;
speed=0;
}
else
{
atlocation=0;
speed=20;
}
}
43
}
else
{
//make signals usable
turn=(getone()-260);
speed=(gettwo()-185);
Anchor(anchor);
}
//set right and left motor speeds
right=speed+turn;
left=speed-turn;
//send to motor controllers
Right(right);
Left(left);
runcount++;
}
}
44
B. Control System Schematic
45
C. Budget
ITEM DETAILS OBTAINED FROM QUANITY COST (EACH) TOTAL COST COST TO TEAM
Resin polyester 5 gallons Fiberglass Florida 1 $101.10 $101.10 $101.10
Gel-coat yellow 1 gallon Fiberglass Florida 1 $54.22 $54.22 $54.22
Gel-coat white 1 gallon Fiberglass Florida 1 $38.64 $38.64 $38.64
Acetone 1 gallon Fiberglass Florida 1 $14.58 $14.58 $14.58
MEKP Catalyst hardener 8 ounce Fiberglass Florida 1 $5.70 $5.70 $5.70
Motor Guide Trolling Motors 12v, 30in shaft, 30 lb thrust West Marine 2 $117.62 $235.24 $235.24
Anchor Winch Deckmate 19 West Marine 1 $149.99 $149.99 $149.99
Anchor mushroom 15lb West Marine 1 $21.90 $21.90 $21.90
Battery AGM 79Ah (24) West Marine 4 $141.30 $565.20 $565.20
Aluminum 24ft 2.5x2.5x1/8 in sq tube Don Bell, Inc. 1 $158.26 $158.00 $158.26
Miscellaneous Hardware Nuts, bolts, washers, etc. ACE Hardware $163.99
Boat Hatch 9x19 inch Great Lakes Skipper 2 39.95 $79.90
Boat Hatch 20x16 inch Great Lakes Skipper 1 79.95 $79.95
Boat Hatch 16x18 inch Great Lakes Skipper 1 79.95 $79.95
Solar Charge Controller 7 Amp West Marine 2 23.41 $46.82
Another Mushroom Anchor 15 lb West Marine 1 21.9 $21.90
Automatic Float Switches Johnson Boathouse Discount 3 16.95 $50.85
Total: $1,867.93
Donations
Date Item Description
Estimated
Value
Cumulative
Value Donated by:
3/31/2010 Weather Station $350.00 $355.95 Herbert Shivek
Total Donations: $355.95
Hours Worked: 1500 "@$10.00 per hour"
Project Value (work): $15,000.00
Total : $1,400.00 Remaining: -$467.93 Project Value: $17,223.88
Total: $32,223.88