Note: Descriptions are shown in the official language in which they were submitted.
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MARITIME VEHICLE SYSTEMS AND METHODS
CROSS-REFERENCE TO RELATED APPLICATIONS
100011
The present application is a continuation-in-part of and claims priority
to U.S. Patent
Application No. 16/675,446, entitled Load-Bearing Frame Structure for Maritime
Vehicles"
and filed on November 6, 2019, which claims priority under 35 U.S.C. 119 to
U.S.
Provisional Application No. 62/769,747, entitled "Load-Bearing Frame Structure
for Maritime
Vehicles- and filed on November 20, 2018. The present application further
claims priority
under 35 U.S.C. 119 to U.S. Provisional Application No. 62/957,478, entitled
"Maritime
Vehicle Fairings and Methods of Manufacture" and filed on January 6, 2020.
Each of these
applications is specifically incorporated by reference in its entirety herein.
FIELD
100021
Aspects of the present disclosure relate generally to systems and
methods for
underwater exploration and more particularly to maritime vehicles, including
autonomous
underwater vehicles.
BACKGROUND
100031 Underwater vehicles may be deployed in various underwater environments
for
exploration, research, investigation, commercial, law enforcement, military,
and other
purposes. These vehicles may include, without limitation, unmanned underwater
vehicles,
remotely operated underwater vehicles, autonomous underwater vehicles, and/or
other
maritime vehicles.
Autonomous underwater vehicles navigate through underwater
environments autonomously, such that the vehicle is capable of operating to
move through the
underwater environment without or with limited operator input. Rather than an
operator having
an operational engagement with the vehicle to control its actions, the vehicle
autonomously
executes one or more objectives through a series of autonomous actions.
However, even with
advancements in such technologies, underwater environments continue to pose
challenges to
the movement, integrity, navigation, communication, control, data capture, and
operation of
underwater vehicles. It is with these observations in mind, among others, that
various aspects
of the present disclosure were conceived and developed.
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SUMMARY
100041 Implementations described and claimed herein address the
foregoing observations
by providing systems and methods for underwater exploration using an
underwater vehicle. In
one implementation, an underwater vehicle includes a vehicle body having a
frame enclosed
by a fairing. The vehicle body extends between a proximal end and a distal end
and defining
an interior. A nose is disposed at the proximal end of the vehicle body. The
nose has a tow
system configured to move between a tow position and a stow position. A
propulsion system
is disposed at the distal end of the vehicle body. The propulsion system
includes a plurality of
control fins and a thruster. A power distribution system is housed in the
interior of the vehicle
body. The power distribution system includes a first power distribution system
housed in a
first pressure vessel and a second power distribution system housed in a
second pressure vessel.
The first pressure vessel is isolated from the second pressure vessel.
100051 Other implementations are also described and recited herein.
Further, while multiple
implementations are disclosed, still other implementations of the presently
disclosed
technology will become apparent to those skilled in the art from the following
detailed
description, which shows and describes illustrative implementations of the
presently disclosed
technology. As will be realized, the presently disclosed technology is capable
of modifications
in various aspects, all without departing from the spirit and scope of the
presently disclosed
technology. Accordingly, the drawings and detailed description are to be
regarded as
illustrative in nature and not limiting.
BRIEF DESCRIPTION OF THE DRAWINGS
100061 Figure 1A illustrates a perspective view of an example
underwater vehicle
100071 Figure 1B is a bottom perspective view of the underwater
vehicle.
100081 Figure 1C is a side view of the underwater vehicle.
100091 Figures 1D and 1E are a top view and a bottom view, respectively, of
the underwater
vehicle.
100101 Figures 1F and 1G are a front view and a back view,
respectively, of the underwater
vehicle.
100111 Figures 2A and 2B are a bottom perspective view and a top perspective
view,
respectively, of an example fairing of the underwater vehicle.
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[0012] Figures 3A and 3B are a front perspective view and a back perspective
view,
respectively, of an example nose of the underwater vehicle.
[0013] Figures 3C and 3D are a top view and a bottom view,
respectively, of the nose of the
underwater vehicle.
[0014] Figures 3E and 3F are a right side view and a left side
view, respectively, of the nose
of the underwater vehicle.
[0015] Figures 3G and 3H are a front view and a back view, respectively, of
the nose of the
underwater vehi cl e.
100161 Figure 31 shows the nose of the underwater vehicle with an example nose
bracket.
[0017] Figures 4A and 4B illustrate a front perspective view and a
back perspective view,
respectively, of an example head fairing.
[0018] Figures 5A and 5B illustrate a front perspective view and a
bottom perspective view,
respectively, of an example body fairing.
[0019] Figures 6A and 6B illustrate a bottom perspective view and a
top perspective view,
respectively, of an example tray fairing.
[0020] Figures 7A and 7B illustrate a front perspective view and a
back perspective view,
respectively, of an example tail fairing.
[0021] Figures 7C, 7D, 7E, 7F 7G, and 7H illustrate a left side
view, bottom view, right side
view, top view, front view, and back view, respectively, of the tail fairing.
[0022] Figures 8A and 8B show a front perspective view and a back perspective
view,
respectively, of an example thruster fairing.
[0023] Figures 9A and 9B depict a perspective view and a side view,
respectively, of a
portion of an example wall of the fairing formed using additive manufacturing.
[0024] Figures 9C and 9D show the portion of the wall of the fairing following
smoothing
of an exterior surface.
[0025] Figure 10 shows a front perspective view of an interior of
the underwater vehicle.
100261 Figure 11 illustrates a top perspective view of the interior
of the underwater vehicle
with the nose fairing and the thruster fairing shown and portions of the
floatation system
removed.
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100271 Figure 12 depicts a side perspective view of the interior of
the underwater vehicle
with the floatation system removed.
100281 Figure 13 depicts a bottom perspective view of the interior
of the underwater vehicle
with the floatation system removed.
100291 Figures 14A, 14B, 14C, 14D, 14E, and 14F show a side view, a
side view, a top
view, a bottom view, a back view, and a front view, respectively, of the
interior of the
underwater vehicle with the floatation system removed.
100301 Figure 15 illustrates a detailed view of an example interior
of a tail of the underwater
vehicle.
100311 Figures 16A, 16B, 16C, 16D, 16E, 16F, 16G, and 16H show a
side perspective view,
exploded view, bottom side perspective view, top side perspective view, back
view, another
bottom side view, another top side perspective view, and a front view,
respectively, of an
example control fin of a propulsion system of the underwater vehicle.
100321 Figures 17A and 17B a top perspective view and a bottom perspective
view,
respectively, of an example frame of the underwater vehicle
100331 Figures 17C, 17D, 17E, and 17F illustrate a side view, a
side perspective view, a top
view, and a bottom view of example pressure vessels of a power distribution
system deployed
in the frame of the underwater vehicle
100341 Figure 18 illustrates a block diagram of an example power
distribution system of the
underwater vehicle.
100351 Figure 19 shows an example bottom tray for the underwater vehicle.
100361 Figure 20 illustrates a detailed top side view of an example
interior of a head of the
underwater vehicle.
100371 Figure 21 shows a detailed bottom side view of an example interior of a
head of the
underwater vehicle.
100381 Figures 22A and 22B show the nose of the underwater vehicle with a tow
system in
a stow configuration and a tow configuration, respectively.
100391 Figures 22C and 22D are a cutaway side view and a cutaway front
perspective view,
respectively, illustrating movement of the tow system between the stow
configuration and the
tow configuration.
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100401 Figure 23A-23C illustrates an example emergency ascent
control system.
100411 Figures 23D-23F depict an example port of the emergency ascent control
system.
100421 Figure 23G shows the emergency ascent control system in an emergency
ascent state
dropping emergency ascent weights.
100431 Figure 24A illustrates an example communication mast.
100441 Figures 24B, 24C, 24D, 24E, 24F, 24G, 24H, and 241 show a side
perspective view,
a bottom view, a side transparent view, a top perspective transparent view, a
bottom transparent
view, a top transparent view, a front transparent view, and a back transparent
view,
respectively, of the communication mast.
100451 Figure 25 is an example computing system that may implement various
systems and
methods of the presently disclosed technology.
DETAILED DESCRIPTION
100461 Aspects of the presently disclosed technology relate to
underwater vehicles and
systems and methods related thereto. In one aspect, the underwater vehicle
configured for
deployment in an underwater environment includes a vehicle body extending
between a
proximal end and a distal end. The vehicle body includes a tail and a head,
which may be
disposed at the distal end and the proximal end, respectively. The vehicle
body includes a
fairing enclosing a frame and defining an interior. A first portion of a power
distribution system
is disposed at in a separate pressure vessel from a second portion of the
power distribution
system. For example, a low power distribution system may be disposed in a
first pressure
vessel, and a high power distribution system may be disposed in a second
pressure vessel. The
first pressure vessel may be disposed at one end of the frame, and the second
pressure vessel
may be disposed at the other end of the frame. The head includes a nose having
a tow system
that provides a single point tow. The tail includes a propulsion system
including a plurality of
control funs and a thruster. An emergency ascent control system is disposed on
an underside
of the vehicle body to drop weight for a controlled ascent to the surface. An
acoustic sensor
for the navigating the underwater environment may be disposed on the underside
of the vehicle
body. A lift system and a communication mast may be disposed on a topside of
the vehicle
body. The lift system provides a single point lift for the underwater vehicle.
The
communication mast houses one or more communication systems and a location
beacon. The
underwater vehicle may include various navigation and control systems for
autonomous
operation.
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100471 To begin a detailed description of an example underwater
vehicle 100, reference is
made to Figures 1A-1G. The underwater vehicle 100 may be an autonomous
underwater
vehicle, an unmanned underwater vehicle, a remotely operated underwater
vehicle, a maritime
vehicle, and/or the like. The underwater vehicle 100 may be deployed in
various underwater
or water environments, such as oceans, lakes, and other bodies of water for
missions, which
may include capturing data associated with the underwater environment. It will
be appreciated
that the underwater vehicle 100 may reside on the surface or underwater during
operation.
[0048] In one implementation, the underwater vehicle 100 includes a
vehicle body
extending between a proximal end 104 and a distal end 106. The vehicle body
includes a head
and a tail, which may be disposed at the proximal end 104 and the distal end
106, respectively.
The vehicle body further includes a fairing 102 enclosing the vehicle body.
The fairing 102
may be a single integrated structure or comprise a plurality of separate
structures
interconnected to each other. The fairing 102 streamlines the underwater
vehicle 100 to reduce
drag and optimize hydrodynamics. The fairing 102 may be structural, non-
structural, or a
combination of both.
[0049] The underwater vehicle 100 includes one or more skates 108
extending along a
length of the vehicle body. In one implementation, the underwater vehicle 100
includes a pair
of skates 108 disposed on an underside of the vehicle body. The skates 108 may
be used to
support the underwater vehicle 100 on a surface without additional support
equipment. A port
122 may be disposed on the underside of the underwater vehicle 100 to release
ascent weight
in connection with an emergency ascent. The underwater vehicle 100 further
includes a
communication mast 110 and a lift system 112. The communication mast 110 and
the lift
system 112 may be disposed on a topside of the underwater vehicle 100,
opposite the skates
108. The communication mast 110 may house one or more communications systems,
such as
a Global Positioning System, a radio frequency system, a satellite
communication system,
and/or the like. The communications systems may be used to communicate with or
otherwise
transmit data to and receive data from a remote location, such as the surface.
The
communications mast 110 may further include a location beacon, such as a
strobe light or
similar beacon to visually locate the underwater vehicle 100.
[0050] The lift system 112 provides a single point lift for the
underwater vehicle 100, while
optimizing hydrodynamics. The single point lift may be used to launch and
recover the
underwater vehicle 100 from and deploy the underwater vehicle 100 into the
underwater
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environment. A nose 114 of the vehicle body may provide a single point tow in
the underwater
environment, either at the surface or underwater. The nose 114 minimizes drag
in the stowed
position, while facilitating access for tow and release in the tow state. The
nose 114 may be
disposed at the proximal end 104 of the vehicle body.
100511 A propulsion system 116 may be disposed at the distal end
106 of the vehicle body,
opposite the nose 114. The propulsion system 116 includes a plurality of
control fins 118 and
a thruster assembly 120. The control fins 118 may be disposed at equidistant
locations about
the thruster assembly 120. The thruster assembly 120 propels the underwater
vehicle 100
through the underwater environment along a trajectory controlled by the
control fins 118. The
control fins 118 include a direct torque transfer mechanism between
corresponding drive
motors and fins and reduce drag. In one example, the thruster assembly 120 is
direct drive,
with the underwater vehicle 100 having an endurance of over a week and a range
of
approximately 850km at lm/s and 600km at 2m/s. The underwater vehicle 100 may
be a large
displacement vehicle and have a length of approximately 5.8m, a diameter of
approximately
1.2m, and a dry weight of approximately 2720kg.
100521 Turning to Figures 2A-8B, various aspects of the fairing 102
are illustrated. The
fairing 102 may be a non-structural, non-sealing external surface that
encloses and protects an
interior of the underwater vehicle 100, while minimizing hydrodynamic drag.
The fairing 102
is pressure tolerant for deployment at various depths (e.g., 300m, 3000m,
6000m, etc.) in
underwater environments.
100531 As shown in Figures 2A-2B, in one implementation, the
fairing 102 includes a nose
fairing 200, a head fairing 202, a proximal body fairing 204, a middle body
fairing 206, a distal
body fairing 208, and a tail fairing 210. The fairing portions 200-210 may be
a single integrated
body forming the fairing 102 or comprise one or more separate sections that
are interconnected
to form the fairing 102. In one implementation, the nose fairing 200 is
connected to the head
fairing 202, and the head fairing 202 is connected to a body fairing. The body
fairing may
include the proximal body fairing 204 connected to the head fairing 202 and a
middle body
fairing 206, and the distal body fairing 208 connected to the middle body
fairing 206 and the
tail fairing 210. The fairing 102 may form an interior 212.
100541 As shown in Figures 3A-3I, in one implementation, the nose
114 includes the nose
fairing 200 extending between a drag skin 214 and a nose mount 218. The nose
114 may
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include a compliant hard-durometer cast material providing impact damping. The
nose 114
may be shaped for hydrodynamic efficiency with minimized drag.
100551 The drag skin 214 includes a tow access 216 facilitating
access for tow and release.
In one implementation, the tow access 216 includes a first slit extending in a
first direction and
a second slit extending from the first slit in a second direction. For
example, the first slit may
extend horizontally at a top portion of the drag skin 214, and the second slit
may extend
vertically from a center of the first slit downwards. The tow access 216
provides access to a
nose interior 220. In one implementation, the nose interior 220 includes a
pocket 222. The
pocket 222 may be disposed relative to the first slit of the tow access 216.
100561 The nose 114 may be removable from the underwater vehicle
100. For example, the
nose mount 218 may removably engage the head fairing 202, directly or
indirectly. The nose
114 may include bracket mounts 224 extending from the nose mount 218. The
bracket mounts
224 may be mounted to corresponding nose brackets 226. The nose 114 may be
installed from
outside the underwater vehicle 100 Stated differently, to reduce external
fasteners and surface
interruptions, the nose 114 is externally accessible, with the nose 114 being
mounted to the
underwater vehicle 100 last. Nose mount points may be accessed through the
compliant region
of the tow access 116. With the absence of external features, the nose 114
reduces drag of the
underwater vehicle 100, while improving range.
100571 Figures 4A-4B illustrate the head fairing 202. In one
implementation, the head
fairing 202 extends between a proximal end 228 and a distal end 230 defining a
head
interior 232. The proximal end 228 may directly or indirectly connect to the
nose 114, and the
distal end 230 may be directly or indirectly connected to the proximal body
204.
100581 The head fairing 202 may include a mast opening 234 defined
therein. The
communication mast 110 may extend through the mast opening 234. In one
implementation,
the mast opening 234 is disposed on the topside of the head fairing 202. On
the underside of
the head fairing 202, a port opening 238 may be defined. A set of port walls
236 of the port
122 may be disposed adjacent the port opening 238 and extending inwardly into
the head
interior 232. The set of port walls 236 may be used for mounting an emergency
ascent control
system. Additional features, such as a set of sensor walls 240 and a set of
head shelves 242,
may be disposed within the head interior 232 for mounting various internal
components. The
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set of sensor walls 240 may be disposed adjacent the set of port walls 236.
The set of shelves
242 may be disposed opposite each other within the head interior 232.
100591 Referring to Figures 5A to 5B, the body fairing includes the
proximal body fairing
204, the middle body fairing 206, and the distal body fairing 208. The body
fairings 204-208
may be separate or integral components.
100601 On the topside of the underwater vehicle 100, the lift
system 112 may be disposed.
In one implementation, the lift system 112 includes drag skin 248 with a lift
access 250
facilitating access for lift. The lift system 112 provides a single point lift
for the underwater
vehicle 100, while optimizing hydrodynamics using the drag skin 248. In one
implementation,
the lift access 250 includes a first slit extending in a first direction and a
second slit extending
from the first slit in a second direction. For example, the first slit may
extend transversely to a
length of the underwater vehicle 100 at a proximal portion of the drag skin
248, and the second
slit may extend from a center of the first slit distally along the length of
the underwater vehicle
100.
100611 The body fairing may include a set of body shelves 246 and a
set of lips 244, each
extending along a length of the underwater vehicle 100 within the interior
212. The set of body
shelves 246 may extend inwardly traverse to the topside of the underwater
vehicle 100, while
the set of lips 244 may extend upwardly towards the topside. The set of lips
244 may be
disposed at the underside of the underwater vehicle 100. The set of lips 244
may define a body
opening 254 on the underside along a length of the body fairing.
100621 Turning to Figures 6A-6B, in one implementation, a tray
fairing 252 engages the
body fairing within the body opening 254 defined by the set of lips 244. The
tray fairing may
include one or more tray mounts. In one implementation, a set of side tray
mounts 256 extend
along a length of the tray fairing 252 on opposing sides, while a center tray
mount 258 extends
along the length of the tray fairing 252 between the set of side tray mounts
256. The tray fairing
252 may be an integral piece or comprise a plurality of interconnected
portions. In one
implementation, the tray fairing 252 is removably engaged to the body fairing
to provide access
to the interior 2112.
100631 As can be understood from Figures 7A-7H, the tail fairing 210 extends
between a
proximal end 260 and a distal end 262 and includes an exterior surface 264
opposite an interior
surface 266. The proximal end 260 may directly or indirectly connect to the
distal body
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fairing 208. The tail fairing 210 defines a tail interior 268 extending
between the proximal
end 260 and the distal end 262.
100641 In one implementation, the tail fairing 210 includes a
plurality of strakes 270, which
may be static on the underwater vehicle 100. Each of the strakes 270 extends
outwardly from
the exterior surface 264 of the tail fairing 210 and defines a strake channel
272. In one
implementation, the strake channels 272 extend from an interior end to an
exterior end. The
interior end of each of the strake channels 272 may be coextensive with the
interior surface 266
of the tail fairing 210, such that the strakes 270 are disposed at an outward
position relative to
the exterior surface 264 of the tail fairing 210. The control fins 218 may be
positioned relative
to the strakes 270, with a profile of the control fins 218 following a profile
of the strakes 270
to form a low drag profile. Strake mounts 276 may be positioned adjacent each
of the strake
channels 272 and a shelf 274 may be positioned within the tail interior 268
for mounting
additional interior components.
100651 The distal end 262 of the tail fairing 210 may be directly
or indirectly connected with
a thruster fairing 278. Referring to Figures 8A-8B, in one implementation, the
thruster fairing
278 includes an exterior surface 280 opposite an interior surface 282. The
thruster fairing 278
may include a thruster extension fairing 284, which may be mounted to or
integral with the
thruster fairing 278 to extend from a proximal end 286 to a distal end 288 to
define a thruster
interior 290. The thruster extension fairing 284 may include a mount 292 to
engage the thruster
fairing 278. In one implementation, the mount 292 connects to the thruster
fairing 278 using a
plurality of fasteners, such as screws. The thruster extension fairing 284 may
include indents
294 corresponding to the fasteners. The thruster assembly 120 may be disposed
at least
partially within the thruster interior 290. In one implementation, a portion
of the thruster
assembly 120 extends distally from the distal end 288. The proximal end 286 is
configured to
directly or indirectly connect with the tail fairing 210. The proximal end 286
may further
include fin openings 296 defined therein and through which a portion of the
control fins 118
extend.
100661 As described herein, the fairing 102 creates an interior 212
to house and protect
interior components of the underwater vehicle 100 from impact or foreign
objects. The fairing
102 may be a single integral piece or made from a plurality of portions,
including, but not
limited to, the fairing portions 200-210, 278 and 284. The fairing 102 may be
manufactured in
a variety of manners. For example, as can be understood from Figures 9A-9D,
the fairing 102
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may be manufactured through additive manufacturing using an additive
manufacturing system,
such as a Large Format Additive Manufacturing (LFAM) machine or other three-
dimensional
(3D) printer.
100671 In one implementation, the fairing 102 is manufactured based
on a fairing model that
may be generated using a computer system. The computer system may be part of
or in
communication with a controller of the additive manufacturing system. The
computer system
may include a personal computer, terminal, workstation, mobile device,
smartphone, tablet,
and/or the like. The computer system may be in communication with the additive
manufacturing system via a wired (e.g., Universal Serial Bus, Ethernet, etc.)
or wireless
connection (e.g., WiFi, Bluetooth, etc.). For example, the additive
manufacturing system may
include a network interface for facilitating communication with the computer
system via a
network. The fairing model may be obtained at the additive manufacturing
system via the
wired or wireless connection. In another example, the fairing model is
received at the additive
manufacturing system from the computer system via removable memory, such as a
flash drive.
It will be appreciated that the fairing model may be obtained by the additive
manufacturing
system in various manners including directly where the computing system is
part of the
controller of the additive manufacturing system.
100681 The fairing model includes one or more profiles, shapes,
thicknesses, sizes, hardness,
and/or other features of the fairing 102. The fairing model may include
separate models for
one or more of the fairing portions 200-210, 278 and/or 284, which may be
separately
manufactured using the additive manufacturing system. The fairing model may
further include
or otherwise be associated with a print profile. In one implementation, the
print profile
includes, but is not limited to, a filament diameter, a temperature, a
printing speed, a layer
height, a coasting distance, and/or other printing parameters selected for the
fairing 102 It will
be appreciated that the print profile may be selected or modified based on a
material selection
and a printing environment. For example, the additive manufacturing system may
print the
fairing 102 through melt extrusion, photopolymerization, sintering, fused
filament fabrication,
and/or the like. The print profile thus includes printing parameters selected
for printing the
fairing 102 in a particular printing environment. It will be appreciated that
the additive
manufacturing system may involve extruding, fusing, sintering, laser
sintering, laser melting,
light polymerizing, wire additive, powder bed, laminated object, molding,
scaffolding,
subtractive manufacturing, and/or the like.
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[0069] The fairing model is a representation of the fairing 102,
including small details and
features. As stated above, the fairing model may include separate models for
one or more of
the fairing portions 200-210, 278 and/or 284, each specifying the details and
features of the
corresponding portion of the fairing 102. The fairing model is sliced into a
plurality of outlines,
such as a series of sequential cross-sections of the fairing model. The
plurality of outlines and
the print profile are used to produce print instructions for the fairing 102.
The print instructions
may be in a format ingestible by the additive manufacturing system. The print
instructions
define the actions of one or more components of the additive manufacturing
system during
manufacturing of the fairing102.
[0070] The controller of the additive manufacturing system is
configured to direct the
actions of the one or more components of a print assembly according to the
print instructions.
In one implementation, the print assembly manufactures one or more portions of
the fairing
102 using an additive process in which the material is deposited layer by
layer. For example,
the print assembly may perform filament fabrication using a controlled
extrusion of molten
thermoplastic feedstock. The print assembly may alternatively use light to
cure a photopolymer
and/or a selective laser sintering process to fuse powdered metal together.
[0071] In one implementation, the print assembly includes a frame,
a support, a reservoir, a
feeder, an applicator, one or more motors, and a fan, each controlled by the
controller. It will
be appreciated that the additive manufacturing system may include additional,
fewer, or
different components. The frame supports the various components of the print
assembly. The
support may be positioned relative to the applicator, and may include a bed,
scaffolding, or
other surface. The support and/or the applicator may be stationary or movable
using the one
or more motors. For example, the support may be positioned at a distance from
and position
relative to the applicator that is adjusted as the portion of the fairing 102
is manufactured.
[0072] The reservoir contains manufacturing material, which may
include, without
limitation, a glass fiber or carbon fiber reinforced acrylonitrile butadiene
styrene (ABS)
material, a carbon fiber reinforced polycarbonate (PC) material, a
fiberglass/carbon fiber and
epoxy composite, and/or similar material. The feeder directs the manufacturing
material to the
applicator via, spool feeding, gravity feeding, pumping, or other feeding
techniques. The
applicator receives and deposits the manufacturing material into the support
or previously
constructed layers according to the print instructions.
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[0073] In one implementation, a stream of the manufacturing
material is heated using an
extruder head, which directs the heated (e.g., semi-molten) material through
the applicator.
The process involves continuous extrusion of the manufacturing material, which
bonds to
previous layers as each layer is built up and hardens as it cools. As can be
understood from
Figures 9A-9B, which illustrate a portion of a wall 300 of the fairing 102,
the portions of the
fairing 102 are each created by laying down successive layers 302 of material
until the portion
of the fairing 102 is completed.
[0074] The applicator deposits a first layer of the heated material
at a first location on the
support. After the first layer is deposited and thermally fused, the
applicator moves relative to
the support to deposit a second layer on top of or otherwise relative to the
first layer or to
change direction for depositing the second layer. Subsequent layers are
deposited and
thermally fused until the portion of the fairing 102 is fabricated. The
applicator may move in
various directions (e.g., along an x, y, and/or z axis) relative to the
support to fabricate the
fairing 102 according to the print instructions. In some cases, the support
may move relative
the applicator. The controller of the additive manufacturing system causes the
applicator to
selectively deposit the heated material onto the support at coordinate
positions specified by the
print instructions. The fan and the support may be used to control a
temperature of the
deposited layers during thermal fusing. For the layers, the printing profile
sets a bead thickness
304 and a bead height 306 for the layers 302, which may be for example
approximately 0.250
inches and 0.050 inches, respectively. However, other dimensions and ranges
are contemplated
(e.g., the bead thickness 304 may range from about 0.188 inches to 0.500
inches and the height
306 may range from about 0.025 inches to 0.250 inches).
[0075] As can be understood from Figures 9A-9B, the wall 300 of the fairing
102 may be
3D printed as a single-bead-thick wall formed from the plurality of layers
302. In one
implementation, each of the layers 302 has a wide aspect ratio resulting in
the wall 300 having
a layer thickness that is greater than a layer height. The aspect ratio of the
thickness 304 to the
height 306 can range from 3:1 to 8:1. In one particular example, the aspect
ratio is 5:1, and in
another example, the aspect ratio is 7:1. The aspect ratio may be at least
3:1. As a result, the
wall 300 is easier to manufacture as a smooth surface for optimizing
hydrodynamics, while
providing a strong bond between the layers 302 for structural integrity of the
fairing 102.
Further, the wall 300 being a single-bead-thick eliminates potential gaps
between adjacent
beads of the same layer that would otherwise result in trapped air. The
presence of trapped air
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in the wall 300 may cause the fairing 102 to fail or otherwise adversely
impact the structural
integrity of the fairing 102 when exposed to hydrostatic pressure. Conversely,
the single-bead-
thickness of the wall 300 is free from air voids and pressure tolerant, such
that the fairing 102
withstands approximately 9,000p5i hydrostatic pressure, thereby ensuring that
the underwater
vehicle 100 can operate at a range of depths in the underwater environment.
100761 To optimize hydrodynamic efficiency and reduce drag, an
exterior surface 308 of
the wall 300 may be smoothed, as shown in Figures 9C-9D. The exterior surface
308 may be
smoothed during deposit of the layers 302 or otherwise prior to the layers 302
hardening (e.g.,
through cooling, curing, etc.), for example using a blade or similar smoothing
tool. The
exterior surface 308 may be smoothed by other smoothing techniques, including,
without
limitation, application of an additive polymer coating (e.g., Epoxy, urethane,
high-build
primer); chemical smoothing using a solvent (e.g., Acetone); sanding or
machining; and/or the
like. The additive coating may be brushed, rolled, sprayed, or similarly
applied to the exterior
surface 308. The exterior surface 308 may be smoothed without the use of
coatings or
chemicals.
100771 While Figures 9C-9D illustrate just the exterior surface 308
of the wall 300 being
smoothed, it will be appreciated that an interior surface and other surfaces
may be
smoothed using similar techniques as well. Accordingly, smooth surfaces of the
fairing
102, including the exterior surface 308 of the wall 300, may be produced with
minimal
touch labor and post processing. Additionally, by manufacturing the fairing
102 through
additive manufacturing, the fairing 102 may be produced quickly and simply at
low cost. The
various aspects of the fairing 102 may be customized or adjusted as needed
without tooling.
As described herein various mounts and other features may be incorporated into
the fairing 102
during manufacturing, thereby reducing part count and complexity. The fairing
102 may be
printed as separate portions, including the fairing portions 200-210, 278
and/or 284, and
assembled after printing.
100781 Using the additive printing process and other manufacturing
techniques, the
underwater vehicle 100 may be customized. In one implementation, the
underwater vehicle
100 is manufactured as a kit that may be adapted to a target architecture
involving a specific
payload, mission, underwater environment, and/or the like. The underwater
vehicle kit may
include a base kit with a baseline architecture and common subsystems that may
be customized
according to the target architecture through scaling, shape change,
customization of various
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internal components, and/or other changes to the underwater vehicle 100. In
one
implementation, the base kit includes a power distribution system, a power
source, a navigation
system, the propulsion system 116, a communication system, a controller, an
emergency
system, one or more payload interfaces, a load bearing frame, and/or the like
within the fairing
102. Such base kit contents may be customized and/or removed, as well as
additional contents
added, according to the target architecture. Additionally, through the
additive manufacturing
process, the fairing 102 and various internal components, including the
vehicle structure, may
be manufactured according to customized fairing models and customized print
instructions that
may be easily modified according to the target architecture.
100791 Turning to Figures 10-14F, various internal components 400
housed in the interior
212 of the fairing 102 are illustrated. The internal components 400 may
include a frame 402,
a tail brace 404, and a head brace 406. In one implementation, the head brace
406 extends
proximally to a nose brace 408 to which the nose 114 may be mounted. The tail
brace 404
may be disposed in the tail interior 268, the head brace 406 may be disposed
in the head interior
232, and the frame 402 may be disposed in an interior of the body fairing. One
or more ribs
410 may be mounted to the frame 410 and oriented transversely relative to a
length of the frame
102. The fairing 102 may be attached to or otherwise cover the frame 402, the
tail brace 404,
the head brace 406, and the ribs 410, as well as other portions of the
internal components 400.
All or some of the frame 402, the tail brace 404, the head brace 406, the nose
brace 408, and
the ribs 410 may be load-bearing structures and define one or more internal
compartments
within the interior 212.
100801 The internal components 400 may further include a power
source 412, a floatation
system 414, an emergency ascent control system 416, a first pressure vessel
418, a second
pressure vessel 420, a tow system 424, and a navigation system 426.
Additionally, the internal
components 400 may include one or more computing systems for controlling
various
operations of the underwater vehicle 100, including movement, navigation,
communication,
emergency response, autonomous decisions, and/or other operations.
100811 For example, a vehicle controller may direct operations,
including autonomous
operations, and the various systems of the underwater vehicle 100. The vehicle
controller may
be used to execute mission planning, mission control, mission diagnostics,
post-mission
analysis, vehicle autonomy, mission autonomy, load autonomy, vehicle system
health
monitoring, and/or the like. The vehicle controller may provide autonomous
controlling and
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monitoring of the underwater vehicle 100, including navigation, vehicle health
monitoring,
communication, emergency system triggers, and mission execution. The
autonomous
operation of the vehicle controller may be based on control setpoints,
including speed,
orientation, power, depth, weight and balance, and/or the like. Additionally
or alternatively,
the autonomous operation may involve following a waypoint and/or executing one
or more
autonomous decisions according to a specific mission plan that is obtained
prior to launch or
during underwater operation on the fly. The autonomous decisions may include
dive, line,
loiter, spiral, forward thrust, reverse thrust, pitch, yaw, roll, and/or the
like.
100821 The power source 412 may include one or more power sources,
such as batteries
(e.g., lithium polymer batteries), of a power distribution system. In one
example, the energy
capacity of the power distribution system may be approximately 93 kWh with a
charge time of
approximately eight hours and providing approximately 300 DC bus voltage. The
power
source 412 may include a plurality of modules, such as six 15.5 kWh modules to
provide an
energy storage of 93 kWh. The plurality of modules of the power source 412 may
be used to
provide an energy storage that is scalable up to a desired energy capacity.
The power source
412 may be swappable using the tray fairing 252.
100831 In one implementation, the power distribution system further
includes a first power
system and a second power system. The first power system may be physically
separated from
the second power system. For example, the first power system may be disposed
at the proximal
end 104, and the second power system may be disposed at the distal end 106.
The first power
system may be housed in the first pressure vessel 418 positioned in the head
interior 232, and
the second power system may be housed in the second pressure vessel 420
positioned in the
tail interior 268.
100841 The first power system of the first pressure vessel 418 may
have a lower power
relative to the second power system of the second pressure vessel 420. The
power distribution
system, including the first power system and the second power system, is
agnostic to energy
source of the power source 412, while providing flexible options for voltages
and power to the
vehicle systems and payloads. The second power system may provide power to the
propulsion
system 116, while the first power system provides power to other components of
the
underwater vehicle 100. The high power of the second power system and the low
power system
of the first power system are separated into two separate pressure vessels
(e.g., the first pressure
vessel 418 and the second pressure vessel 418), which protects the electronics
of the power
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distribution system from the harsh conditions of the underwater environment.
The pressure
vessels 418-420 are connected to each other and to each of the systems of the
underwater
vehicle 100 using subsea cables and bulkhead connectors on the pressure vessel
end caps. Both
the high power system of the second pressure vessel 420 and the low power
system of the first
pressure vessel 418 contain the ability to switch system circuits on and off
as well as the ability
to measure and report voltage and current measurement on each circuit.
100851 In one implementation, a floatation compartment 422 is
defined in the interior 212
and configured to house the floatation system 414. The floatation system 414
may include a
plurality of trim and ballast, including, but not limited to buoyancy foam in
modular blocks
and trim weights, such as disks or rods made lead, brass, and/or the like. Aft
ballast may be
located at the distal end 106 of the underwater vehicle 100, and forward
ballast may be located
at the proximal end 104. To optimize buoyancy and trim of the underwater
vehicle 100 during
movement in the underwater environment, the trim and ballast of the floatation
system 414
may be added, shifted, or removed based on the operational environment,
payload sensor
configuration, and the weight of the underwater vehicle 100, including any
payloads included
in the interior 212. Static ballast change can alter the buoyancy of the
underwater vehicle 100.
100861 The emergency ascent control system 416 includes emergency
ballast and a
controller, such as an Emergency Logic Board. In one implementation, the
emergency ascent
control system 416 includes redundant emergency ascent weights that may be
released as
needed for the underwater vehicle 100 to ascend to the surface of the
underwater environment
upon detection of an emergency condition. Each emergency ascent weight may
provide
enough positive buoyancy to overcome a pressure vessel seal failure and/or
flood event. For
example, the emergency ascent weight may provide sufficient weight to overcome
125% of
ballast lost (e.g., approximately 75 pounds of buoyancy per weight). A firing
mechanism
releases the ascent weights, which may be triggered according to emergency
protocols, in
response to commands from the vehicle controller, upon the use of a backup
power source,
upon expiration of a timer corresponding to a maximum mission length, in
response to a
command received over the communication system from a remote computing system
(e.g., an
operator system), and/or the like. Each of the ascent weights has a redundant
firing mechanism.
More particularly, the subsea cable and bulkhead connector of each firing
mechanism contains
redundant electrical signals. The emergency ascent control system 416 may be
powered by a
backup battery if the power source 412 is offline.
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100871 The underwater vehicle 100 may include one or more backup
batteries for various
critical components of the internal components 400. There may be one or more
backup
batteries for providing emergency power to navigation, communication,
emergency, location,
and other critical operations and systems. For example, there may be a 24V
battery providing
backup power to navigation, communication, emergency, and autonomous systems.
The
location beacon and Global Positioning System (GPS) may include a backup
battery for use
when the power source 412 and the 24V backup battery experience power loss.
There may
further be an integrated backup battery to enable navigation information to be
maintained for
an elapsed time (e.g., 5 minutes) after a power loss. Additionally, an
acoustic modem may
carry a backup battery (e.g., 30 day) to facilitate localization and
communication of the
underwater vehicle 100 in the event of a power loss. There may be additional
emergency
systems and operations to ensure successful recovery of the underwater vehicle
100, as well as
data captured during or otherwise associated with a mission of the underwater
vehicle 100 in
the underwater environment.
100881 In connection with launch and recovery of the underwater
vehicle 100, the lift
system 112 and the tow system 424 may be used. The underwater vehicle 100 may
be launched
via a pier-launch and towed to a mission deployment site using the tow system
424, or the
underwater vehicle 100 may be transported to the mission deployment site using
a vessel and
launched. Similarly, the underwater vehicle 100 may be recovered at a mission
recovery site
and lifted onto the vessel using the lift system 112 or towed to a pier or
similar structure using
the tow system 424, where it is lifted from the water. Out of the water, the
underwater vehicle
100 may be supported on a deck of the vessel or the pier using the skates 108.
100891 The lift system 112 is used as a single point lift to deploy
the underwater vehicle 100
into the water from a pier or vessel The lift system 112 may include a shackle
mounted to the
frame 402 as the singe point lift. In one example, the shackle is
approximately 1.25 inches
thick and has a 14,000 pound capacity. However, other shackle characteristics
or lift
mechanisms are contemplated. A docking head, for example, of a crane or A-
frame may be
used to lift and lower the underwater vehicle 100 using the shackle. The
shackle of the lift
system 112 may be disposed entirely within the drag skin 248 and easily
accessible through
the slits in the drag skin 248, thereby facilitating access for launch and
recovery while reducing
drag during operation in the underwater environment.
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100901 The tow system 424 is similarly disposed entirely within the
drag skin 214 when in
a stow position, thereby reducing drag during operation. The tow system 424 is
biased into the
stow position, ensuring that the tow system 424 remains entirely within the
drag skin 214 when
not in use. The tow system 424 is accessible through the slits in the drag
skin 248 to move the
tow system 424 into the tow position for towing the underwater vehicle 100. In
recovering the
underwater vehicle 100, a pop off float may be attached to the single point
lift or the tow
system 424. In one example, a line is fed through or attached to the shackle
of the lift system
112 during recovery.
100911 Between launch and recovery, the underwater vehicle 100 navigates
autonomously,
semi-autonomously, and/or through remote operation using the navigation system
426. The
vehicle controller may autonomously navigate the underwater vehicle 100
according to a
mission plan using the navigation system 426. Mission planning may be
conducted using a
remote computing system in communication with the underwater vehicle 100
before, during,
and/or after a mission.
100921 Navigation of the underwater vehicle 100 may utilize one or more
navigation
sensors, including, without limitation, inertial sensors (including attitude
and heading reference
system (AHRS), inertial navigation system (INS), etc.), Doppler Velocity
Loggers (DVL),
acoustic sensors, imagers, Ring Laser Gyroscopes (RLG), accelerometers,
pressure sensors,
GPS, sound velocity sensor (SVS), Conductivity and Temperature Sensor (CT),
Forward
Looking Sonar (FLS), and/or the like. In one implementation, the navigation
system 426
includes an INS, DVL, and pressure sensor housed in an integrated sensor
module that is
swappable with an adapter plate. The navigation system 426 may be disposed in
the head
interior 232 on the underside of the underwater vehicle 100. Other navigation
sensors may be
disposed in other locations of the underwater vehicle 100 and/or in the
integrated sensor
module.
100931 In addition to these sensors, the underwater vehicle 100 has
a payload including, a
survey payload, alternate payloads, and/or mission specific payloads, as well
as payload
interfaces. In one implementation, the survey payload is configured to obtain
a survey of the
underwater environment. The survey payload captures data over one or more
frequencies. For
example, the survey payload may scan at side scan frequencies ranging from
approximately 75
kHz to 1600 kHz. Multiple frequencies may be scanned simultaneously in some
implementations. The alternate payloads may include, without limitation, a
multibeam
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echosounder, an interferometric synthetic aperture sonar to replace side
scanning, a low
frequency ultra-wideband synthetic aperture sonar, a subsea camera, a
magnetometer, and/or
the like.
100941 The payload interfaces may control and facilitate connection
and communication
with other vehicle systems, such as power, navigation, communications, and/or
the like. As
described herein, the power distribution system may include isolation of
different vehicle
subsystems as a protection against failure. The payload power inputs may be
isolated, such
that raw battery power is 300V nominal up to 3000W, as well as 48V regulated
up to 500W
and 24V regulated up to 500W. With respect to navigation, low latency
navigational data may
be available through a direct feed from the vehicle controller to the payload.
Differential and
single-ended pulse-per-second may be available through a payload
communications cable for
timekeeping. Various wired or wireless connections may be used for
communication between
the payload and the vehicle systems.
100951 For a detailed description of the vehicle systems associated
with the propulsion
system 116, reference is made to Figures 15-16H. In one implementation, the
distal end 106
of the underwater vehicle 100 includes the propulsion system 116 at least
partially disposed in
the tail interior 268.
100961 In one implementation, the tail interior 268 includes a tail
power bay 500 housing
the second pressure vessel 420. The tail brace 404 may form the tail power bay
500 at least in
part. A power mount 502 connects to the tail brace 404, and the second
pressure vessel 420 is
secured to the power mount 502 using one or more mounting brackets 504.
100971 The tail brace 404 may include a plurality of brace arms
corresponding to the
plurality of control fins 118. In one implementation, a first portion of the
tail brace 404 includes
a first brace arm and a second brace arm connected to each other with a first
arm mount, and a
second portion of the tail brace 404 includes a third brace arm and a fourth
brace arm connected
to each other with a second arm mount. The first portion and the second
portion of the tail
brace 404 may be mounted within the tail interior 268 in an intersecting
configuration, such
that the first arm mount and the second arm mount extend at an angle (e.g.,
perpendicularly)
relative to each other from a tail brace center. Each of the brace arms
extends proximally from
a corresponding arm mount at equidistant locations about the tail brace
center.
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100981 The plurality of control fins 118 and a plurality of strake
caps 506 may be mounted
to the tail brace 404 relative to each other. In one implementation, each
strake cap 506 is
mounted near a proximal end of a corresponding brace arm, and a corresponding
control fin
118 is mounted near a distal end of the corresponding brace arm. Each of the
brace arms of
the tail brace 404 may extend through and/or be mounted within one of the
strake channels 272
of the tail fairing 210. In this arrangement, the strake caps 506 cover the
strake channels 272
of the strakes 270 at the proximal end 260 of the tail fairing 210, and the
control fins 118 extend
from the strake channels 272 at the distal end 262 of the tail fairing 210.
100991 In one implementation, the thruster assembly 120 is mounted
to the tail brace 404 at
the tail brace center, such that the control fins 118 and associated strake
caps 506 and brace
arms are positioned at equidistant locations about the thruster assembly 120.
The thruster
assembly 120 includes a thruster 508 connected or otherwise supported in the
propulsion
system 116 using a thruster mount 510. The thruster 508 may be connected to
permit rotation
of one or more propellers 512. The thruster 508 may be direct drive to
eliminate gear drag and
reduce noise to optimize operation of the underwater vehicle 100 during
missions.
1001001 The thruster mount 510 may further be supported by one or more
thruster stiffeners
extending along the thruster mount 510. The thruster 508 may be mounted to the
thruster
mount 510 using one or more clamps. The thruster assembly 120 is housed at
least partially
within the thruster interior 290 of the thruster fairing 278. For example, the
thruster assembly
120 may be mounted, such that only a distal end of the thruster 508 containing
the propellers
512 extends distally from the thruster fairing 278. The control fins 118 may
be connected to
the thruster mount 510.
1001011 Turning to Figures 16A-16H, in one implementation, each of the control
fins 118 are
disposed near an aft-end of the underwater vehicle and includes a fin body 514
extending
between a proximal end and a distal end and an inner end and an outer end. The
control fin
118 may be oriented such that the fin body 514 extends from the proximal end
to the distal end
in a direction away from the distal end 262 the tail fairing 210. In this
orientation, the inner
end of the fin body 514 is positioned proximate to the thruster fairing 278.
The inner end of
the fin body 514 may have a shape mirroring a shape of the exterior surface
280 of the thruster
fairing 278. The fin body 514 may taper distally in thickness from the
proximal end to the
distal end to maximize hydrodynamic efficiency. Thus, in one implementation,
the shape of
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the control fins 118 follows the profile of the static strakes 270 and strake
caps 506, thereby
forming a low-drag profile.
[00102] In one implementation, a cap assembly 516 includes a first plate
disposed at the outer
end of the fin body 514 and a second plate disposed within an opening on the
inner end of the
fin body 514 to connect the fin body 514 to a fin mount assembly. The fin
mount assembly
includes a mounting bracket 518 of a control fin axel, a shaft coupling having
a first shaft
coupling portion 520 flexibly connected with a second shaft coupling portion
522, a mounting
bracket 524, a drive clamp 526, a rotary actuator 528, and a drive shaft 530.
In one
implementation, the drive shaft 530 is operationally connected with the rotary
actuator 528
within the shaft coupling and extends through a channel defined in the
mounting bracket 518
into a fin channel defined in the fin body 514 at the proximal end. The drive
shaft 530 is
mounted to the fin body 514 using the cap assembly 516. The mounting brackets
518 and 524
mount the control fin 118 to the tail brace 404, and the rotary actuator 528
is further secured to
the mounting bracket 524 using the drive clamp 526.
[00103] The control fins 118 provide control of the underwater vehicle 100
during movement
generated using the thruster assembly 120. The control fins 118 may be moved
to control a
heading of the underwater vehicle 100. Movement of the control fins 118 may be
controlled
using the vehicle controller according to autonomous decisions of the vehicle
controller and/or
remote input from an operator. The rotary actuator 528 produces a rotary
motion or torque that
is transferred to the fin body 514 using the drive shaft 530. The cap assembly
516 mounted to
the drive shaft 530 provides a torque transfer mechanism between the rotary
actuator 528 and
the fin body 514. In one example, the control fins 118 provide 50 ft-lbs
maximum torque per
control fin 118, with a 9 RPM maximum speed, and an absolute angular feedback
to 0.1
degrees.
[00104] Additionally, the control fins 118 are configured for optimized
manufacturability
and maintenance. The fin body 514 may be a cast molded polyurethane part.
Accordingly, the
fin body 514 may be manufactured rapidly using additive manufacturing, as
described herein.
From an initial blank part, a soft silicone mold may be created, enabling
rapid reproduction.
Various aspects of the control fins 118 may be easily accessed for maintenance
with minimal
parts removed. For example, the cap assembly 516 may include a set of low-cost
waterj et or
laser cut stainless steel plates mounting to the drive shaft 530 using a
torque transfer key. As
described above, the cap assembly 5116 assembles into the core of the fin body
514, providing
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the torque transfer for the size of the underwater vehicle 100 while reducing
the number of
fasteners to two plates that are each accessible from the outside of the
underwater vehicle 100.
Additionally, the low-cost additive manufacturing method for the fin body 514
allows for the
torque transfer mechanism the cap assembly 516 to be easily integrated.
1001051 As described herein, the propulsion system 116, including the control
fins 118 and
the thruster assembly 120 are powered using the second power system. As can be
understood
from Figures 17A-17F, the first power system is separated from the second
power system in
isolated pressure vessels (e.g., 418-420) to increase protection from the
harshness of the
underwater environment 100.
1001061 In one implementation, the frame 402 includes a set of support plates
attached to
each other to form a top support 600. The lift system 112 may be connected to
the top support
600. Each of the support plates includes a center support 602, a distal
support 604, and a
proximal support 606, each extending from the top support 600 to a bottom
support 608. The
support plates may further include other supports, such as angled supports
extending from the
top support 600 at the center support 602 along an angle to the bottom support
608 near one of
the proximal support 606 or the distal support 604.
1001071 The support plates are oriented at an angle relative to each other,
such that the
support plates are connected to each other at a top end to form the top
support 600 and the
bottom supports 608 are separated from each other by a distance. The angle may
range, for
example, between approximately 10 degrees and 60 degrees and in one particular
example may
be approximately 36 degrees. A distal support brace 610 may extend distally
from the support
plates into the tail interior 268, and a proximal support brace 628 may extend
proximally from
the support plates into the head interior 232. The head brace 406 may further
include a set of
system support braces 612 in the head interior 232, and a power brace 622 may
be disposed in
the head interior 232.
1001081 In one implementation, the proximal support brace 628, the power brace
622, and
the head brace 406, including the system support braces 612, extend from a
nose frame 614
distally to a proximal bulkhead 616. The proximal supports 606 of the support
plates may be
connected to the proximal bulkhead 616, such that the top support 600 and the
bottom supports
608 each extend distally from the proximal bulkhead 616 to a distal bulkhead
618. The distal
supports 604 of the support plates may be connected to the distal bulkhead
618. The distal
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support brace 610 extends distally from the distal bulkhead 618 to a tail
frame 620. A floatation
system plate 626 may extend from the proximal bulkhead 616 to the distal
bulkhead 618
forming a payload bay 624 separate from the floatation department 422. The
ribs 410 may
secure the floatation system plate 626 to the top support 600.
[00109] The various components of the frame 402 shown in Figures 17A-17B may
form a
primary frame structure. The components of the primary frame structure may
include a
plurality of cutouts, reducing an overall weight of the frame 402 while
providing load-bearing
support. The cutouts may be created, for example, via waterj et cutting, laser
cutting, and/or
the like. Accordingly, in one example, the primary frame structure weighs
approximately 190
pounds. The components of the primary frame structure may be attached using a
tab slot
connection and welded together. However, other connection mechanisms,
including fasteners
(e.g., bolts, screws, etc.) may be utilized. Various portions of the
components of the primary
frame structure may be made from sheets that are approximately 0.25 and/or 0.5
inches thick
and made from a variety of materials, including, without limitation, aluminum
or aluminum
alloys, stainless steel, titanium, plastic, and/or the like. It will be
appreciated that all or some
of the components of the primary frame structure may be manufactured using
additive
manufacturing, as detailed herein.
[00110] The proximal bulkhead 616 separates the head interior 232 from an
interior of the
body fairing, including the floatation compartment 422 and the payload bay
624. Similarly,
the distal bulkhead 618 separates the tail interior 268 from the interior of
the body fairing, as
well as the head interior 232. Accordingly, separate pressure vessels are
created to isolate
subsets of the internal components 400 from each other. As shown in Figure 17C-
17F, the first
power system may be isolated from the second power system, as well as the
floatation
compartment 422 and the payload bay 624 in this manner.
[00111] More particularly, turning to Figure 18, in some instances, the
underwater vehicle
100 may transit at high speeds involving the propulsion system 116 utilizing
power loads
significantly exceeding a sum (e.g., by 50 times) of other systems of the
underwater vehicle
100. Due to these high loads, a power source 702 of a power distribution
system 700, such as
the power source 412, may be configured to minimize the amperage transmitted
through subsea
connectors between the power source 700, a high voltage bottle 706 (e.g., the
second power
system), and a main thruster 710, including the thruster assembly 120. For
example, the power
source 702 may include a 300VDC battery or utilize a power interface 704
between the power
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source 702 and the high voltage bottle 706 if the energy source cannot be
supplied at 300VDC.
The high voltage bottle 706 is responsible for accepting a 300VDC nominal
input and
distributing the bus voltage to the main thruster 710, as well as other
components, including
but not limited to, a control fin system 708 the vehicle payload, hovering
thrusters, and/or other
systems and components. The high voltage bottle 706 may also convert the
300VDC to both
48VDC and 24VDC busses for the remainder of the vehicle systems and payload
connections
of the underwater vehicle 100 via a payload interface 712. The 24VDC bus may
be transmitted
to a low voltage bottle 714 (e.g., the first power system) through subsea
connectors and cables.
The low voltage bottle 714 accepts the 24VDC bus from the high voltage bottle
706. Before
distributing this voltage, the power path travels through a back-up battery
system with an auto
change-over system. The back-up battery system resides in the low voltage
bottle 714, such
that if main power is disrupted from the high voltage bottle 706, the auto
change-over system
will instantly move the power source of the low voltage bottle 714 to the back-
up battery,
thereby ensuring the vehicle computer, including autonomous systems, and
emergency
response systems, including the emergency ascent control system 416, as well
as other
peripherals 716, do not experience an interruption to power input.
1001121 Generally, the power distribution system 700 forms a high power
pressure vessel and
a low power pressure vessel connected with a bus (e.g., a 24V bus). The high
power pressure
vessel includes a high power distribution board with a thruster motor
controller and an
environmental monitoring board. The high power distribution board receives
power from the
power source 702 and provides power to vehicle payloads (e.g., at 24V, 48V,
and 300V) via
the payload interface 712, the control fin system 708, the main thruster 710,
a hovering system,
a variable buoyancy system, and/or the like. The low power pressure vessel
includes a backup
battery system, a low power distribution board and an environmental monitoring
board. The
low pressure vessel receives power from the high power pressure vessel and
provides power to
the peripherals 716, including navigation sensors, communication systems
(e.g., acomms,
radio, WiFi, etc.), emergency systems, location beacon, floatation release
systems, forward
looking sonar, and/or the like.
1001131 The power source 702, such as the power source 412, may be disposed in
the payload
bay 624 formed by the floatation system plate 626 and a tray, including the
tray fairing 252.
The tray is removably connected with the primary frame structure, to replace,
swap, or
otherwise customize the power source 412 and the payload. The tray may be
configured to
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minimize weight. In one example, the tray weighs approximately 125 pounds. In
one
implementation, the tray includes a tray brace 800 attached to the tray
fairing 252, for example
using the side tray mounts 256 and the center tray mount 258. The tray brace
800 support the
power source 412. For example, one or more clamping plates 802 may connect to
the tray
brace 800 to form battery compartments 804 for housing and supporting the
batteries of the
power source 412. The tray may further house and support the payload.
1001141 Referring to Figures 20-21, an example of the architecture housing the
low power
pressure vessel is shown. In one implementation, the low power pressure vessel
is disposed
within the head interior 232. A head power bay 900 houses the first pressure
vessel 418. The
first pressure vessel 418 may be secured within the head power bay 900 using a
clamp mounted
to a power support 902. The power support 902 may be mounted to the power
brace 622. The
head interior 232 may further house the navigation system 426 and the
emergency ascent
control system 416, as well as other components.
1001151 As can be understood from Figures 20-22D, the nose 112 includes the
tow system
424. In one implementation, the tow system 424 includes a tow plate 904, a tow
point swivel
906, a tow mount 908, one or more extension springs 910, and a tow point 912.
The tow point
912 is mounted to the tow plate 904, which moves between an extended and
retracted position
by pivoting about an axis formed by the tow point swivel 906. The tow mount
908 connects
the tow point swivel 906 to the nose brace 408.
1001161 The extension springs 910 bias the tow point 912 into the retracted
position, and the
tow point 912 may move to the retracted position upon application of a force
that overcomes
the spring bias of the extension springs 910. As shown in Figures 22A-22D,
when the tow
point 912 is in the retracted position, the tow system 424 is entirely within
the compliant surface
of the drag skin 214 in the stow position. When the tow point 912 is in the
extended position,
the tow point 912 extends through the slits in the drag skin 214 and the tow
system 424 is in
the tow position.
1001171 The nose 114 thus minimizes drag while the tow system 424 is not in
use, while
facilitating access for tow and release. The nose 114 and the tow system 424:
provide a
swiveling tow point 912 for repeatable tow cycles in the underwater
environment; utilize an
entirely passive mechanism for extending and stowing the tow point 912; allow
for access to
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install and remove the nose 114 from outside of the underwater vehicle 100;
and reduces drag
with minimized surface interruptions/features, among other benefits.
1001181 In one implementation, the tow point 912 moves between the retracted
configuration
and the extended configuration, providing tow angles from approximately 60
degrees above
the horizontal to approximately 10 degrees below the horizontal. Accordingly,
operators may
attach and release tow lines to the tow system 424 without any reset action,
thereby allows the
underwater vehicle 100 to be towed between multiple sites without a need for
recovery. The
nose 114 has funnel feature to help bring a tow hook to the tow point 912 when
attaching tow
line. Thus, the underwater vehicle 100 may be easily towed when at the surface
of the
underwater environment and the tow point 912 is below the waterline.
1001191 Additionally, the tow system 424 resides entirely within the drag skin
214 while not
in use and extends outside the drag skin 214 when the underwater vehicle 100
is under tow,
thereby the nose 114 is low-drag when the underwater vehicle 100 is in
operation and off-axis
towing is provided when the tow point 912 is extended. The tow system 424 is
passive and
requires no actuation and will fail open (tow point accessible). Because the
tow system 424 is
spring-loaded and the tow point 912 will begin to swivel before the underwater
vehicle 100 is
under tow, the tow system 424 serves as a mechanical soft-start, reducing snap
loads on the
underwater vehicle 100.
1001201 The tow system 424 is externally accessible. To reduce external
fasteners and
surface interruptions, the nose 114 may be mounted to the underwater vehicle
100 last using
the nose mount 218, with the operator accessing nose mount points through the
compliant
region in the drag skin 214 for tow access. By designing the nose 114 to have
no external
features and have the tow point 914 stowed when the underwater vehicle 100 is
operation,
vehicle drag is reduced and range is improved. Accordingly, the nose 114 is
low drag, includes
a compliant had-durometer cast material for impact damping, permits repeatable
at-sea line
attachment and removal, permits off-axis towing, does not require reset after
use, is a passive
extend and retract mechanism, fails open, relies on a tow drag of the
underwater vehicle to
extend the tow point 912, and permits easy installation, among other benefits.
1001211 Referring to Figures 23A-23G, a detailed description of the emergency
ascent
control system 416 is provided. The emergency ascent control system 416 is
disposed relative
to the port walls 236 of the port 122 within the port opening 238. In one
implementation, the
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emergency ascent control system 416 includes a mount 1000 connected to the
system support
brace 612. One or more guides 1002 are positioned on the mount 1000. The guide
1002 is
secured using a top retaining plate 1006 and a latch 1010. An ascent weight
1008 (e.g., a
carbon steel rod having a 6 inch diameter and 9 inch length) is contained
within the guide 1002.
The ascent weights 1008 may be handled and installed into the underwater
vehicle 100 using a
magnetic installation tool.
1001221 An emergency actuator may maintain the ascent weights 1008 within the
guides
1002 until triggered for release. A bottom retaining plate 1016 for each of
the ascent weights
1008 is connected to a torsion spring assembly 1012 that opens when a pin 1018
is released in
response to an emergency trigger, releasing the ascent weights 1008 through
the port opening
238. A separator 1014 protects other components of the underwater vehicle 100
and ensures
no interference from the other components during release.
1001231 The port walls 236 of the port 122 may include a port body 1022
extending between
a proximal end 1028 and a distal end 1030. A port support 1024 may protrude
upwardly from
the port body 1022 towards the bottom retaining plate 1016, providing
additional support to
retain the ascent weights 1008 within the guides 1002 until release. The port
support 1024 may
extend from a mount 1026 to the distal end 1030. The port 122 may be mounted
to the
underwater vehicle 100 at the mount 1026 using the torsion spring assembly
1012, permitting
the port walls 236 of the port 122 to open during release.
1001241 As can be understood from Figures 23A-23G, the emergency ascent
control system
416 includes a set of redundant emergency ascent weights 1008 each capable of
providing
enough positive buoyancy to the underwater vehicle 100 in the event of a
pressure vessel seal
failure. Each of the ascent weights 1008 is associated with a firing mechanism
having a subsea
cable and bulkhead connector. Each firing mechanism contains redundant
electrical signals.
The firing mechanism releases the ascent weight 1008. Each of the ascent
weights 1008 is
enclosed in a system which includes a hatch door in the form of the poor walls
236 that is
conformed to the lower hull of the fairing 200. The port 122 may be produced
using additive
manufacturing as described herein and allows the underwater vehicle 100 to
maintain a low
drag profile. The emergency actuator releases the port walls 236 and the
bottom retaining plate
1016, allowing one or both of the ascent weights 1008 to drop out of the
underwater vehicle
100 uninhibited.
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[00125] The emergency actuator associated with one of the ascent weights 1008
may be
triggered using the firing mechanism in response to an emergency trigger. The
emergency
trigger may be controlled using an emergency controller that makes logic based
decisions on
when to release one or more of the ascent weights 1008. In one implementation,
the emergency
controller receives input from various vehicle devices and uses voting logic
to determine when
to release the ascent weights 1008. The emergency controller may generate an
audible alert
providing a notification of an intent to release the ascent weights 1008.
[00126] In one implementation, the emergency controller accepts and executes a
command
to release the ascent weights 1008 or receives one or more inputs from vehicle
systems and
determines whether to release the ascent weights 1008. Each input may include
a plurality of
individual sub-inputs. The emergency logic controller uses a set of logic
gates to establish a
voting logic for a set of sub-inputs. The logic gates may determine a
condition to release is
satisfied when a majority of the three sub-inputs corresponding to vehicle
components, such as
vehicle systems and sensors, is activated. If a majority is reached, the
emergency logic
controller initiates a release of the ascent weighs 1008 through both of the
redundant
emergency ascent weight systems.
1001271 The inputs may include inputs designated as always enabled and inputs
designated
as sometimes enabled, and/or the like. The inputs designated as always enabled
may be always
accepted and will trigger the release of the ascent weight 1008 in response to
a remote
command or based on an autonomous decision. The remote command may be an
acoustic
command involving an acoustic modem of the underwater vehicle 100 receiving a
signal from
a remote transponder. The inputs designated as sometimes enabled will only be
accepted if the
enable pin is set active on the emergency logic controller, thereby preventing
an inadvertent
releasing of the ascent weights 1008. These inputs may correspond, without
limitation, to a
changeover board, a presence of low power distribution, a command from the
vehicle
controller, and/or the like. If the underwater vehicle 100 is operating on
back-up battery power,
the battery changeover board will set the input to active. Similarly, the low
power distribution
system associated with the first pressure vessel 418 has an active input to
the emergency logic
controller. In the event that the input switches to between states (e.g.,
switches to inactive), the
emergency logic controller will initiate a release. Additionally, the vehicle
controller can
command one or more of the ascent weights 1008 to be fired either directly or
through a digital
input/output on the low power distribution board.
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1001281 Turning to Figures 24A-24I, in one implementation, the communications
mast 110
houses a communications system. The communications mast 110 includes a mast
body 1100
that may be transparent or otherwise permit light transmission. The mast body
1100 may be
mounted to a mount plate 1102 of the underwater vehicle 100 using a mast mount
1104. The
mast body 1110 may be configured for low cost rapid manufacturing and reducing
drag with a
low drag profile. The mast body 1100 may be a cast molded polyurethane part,
which may be
initially created using rapid additive manufacturing, as described herein. The
part is then used
to make a soft silicone mold, enabling rapid reproduction of the initial
blank.
1001291 The mast body 1100 may include one or more cavities for housing
components of
the communications system, including a first WiFi communications link 1006, a
location
beacon 1108, a cable 1110, a second WiFI communications link 1112, and a radio
communication sensor 1114, which may include an omnidirectional transceiver.
The location
beacon 1108 may provide Iridium satellite communication and GPS updates, as
well as include
a strobe light transmissible through the mast body 1100 for visually locating
the underwater
vehicle 100 in the underwater environment.
1001301 The communications system of the communications mast 110 may provide
900 MHz
radio with the radio communication sensor 1114 and 2.4 GHz WiFi with the WiFi
communications links 1006 and 1112 available at the surface of the underwater
environment.
The communication system may include 2-way iridium messaging, an acoustic
communications and position updates system (e.g., sending both supervision
messages and
position updates during a mission) using the location beacon 1108. The cable
1110 may be an
Ethernet available through a wet-mate connector that is accessible from an
external vehicle
interface.
1001311 Referring to Figure 12, a detailed description of an example computing
system 1200
having one or more computing units that may implement various systems and
methods
discussed herein is provided. The computing system 1200 may be applicable to
the vehicle
controller, the emergency logic controller, the controller of the additive
manufacturing system,
the operator system, and other computing systems, controller, and/or network
devices or units.
It will be appreciated that specific implementations of these devices may be
of differing
possible specific computing architectures not all of which are specifically
discussed herein but
will be understood by those of ordinary skill in the art.
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1001321 The computer system 1200 may be a computing system is capable of
executing a
computer program product to execute a computer process. Data and program files
may be input
to the computer system 1200, which reads the files and executes the programs
therein. Some
of the elements of the computer system 1200 are shown in Figure 12, including
one or more
hardware processors 1202, one or more data storage devices 1204, one or more
memory
devices 1206, and/or one or more ports 1208-1210. Additionally, other elements
that will be
recognized by those skilled in the art may be included in the computing system
1200 but are
not explicitly depicted in Fig. 12 or discussed further herein. Various
elements of the computer
system 1200 may communicate with one another by way of one or more
communication buses,
point-to-point communication paths, or other communication means not
explicitly depicted in
Fig. 12.
1001331 The processor 1202 may include, for example, a central processing unit
(CPU), a
microprocessor, a microcontroller, a digital signal processor (DSP), and/or
one or more internal
levels of cache. There may be one or more processors 1202, such that the
processor 1202
comprises a single central-processing unit, or a plurality of processing units
capable of
executing instructions and performing operations in parallel with each other,
commonly
referred to as a parallel processing environment.
1001341 The computer system 1200 may be a conventional computer, a distributed
computer,
or any other type of computer, such as one or more external computers made
available via a
cloud computing architecture. The presently described technology is optionally
implemented
in software stored on the data stored device(s) 1204, stored on the memory
device(s) 1206,
and/or communicated via one or more of the ports 1208-1210, thereby
transforming the
computer system 1200 in Figure 12 to a special purpose machine for
implementing the
operations described herein. Examples of the computer system 1200 include
personal
computers, terminals, workstations, mobile phones, tablets, laptops, personal
computers,
multimedia consoles, gaming consoles, set top boxes, and the like.
1001351 The one or more data storage devices 1204 may include any non-volatile
data storage
device capable of storing data generated or employed within the computing
system 1200, such
as computer executable instructions for performing a computer process, which
may include
instructions of both application programs and an operating system (OS) that
manages the
various components of the computing system 1200. The data storage devices 1204
may
include, without limitation, magnetic disk drives, optical disk drives, solid
state drives (SSDs),
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flash drives, and the like. The data storage devices 1204 may include
removable data storage
media, non-removable data storage media, and/or external storage devices made
available via
a wired or wireless network architecture with such computer program products,
including one
or more database management products, web server products, application server
products,
and/or other additional software components. Examples of removable data
storage media
include Compact Disc Read-Only Memory (CD-ROM), Digital Versatile Disc Read-
Only
Memory (DVD-ROM), magneto-optical disks, flash drives, and the like. Examples
of non-
removable data storage media include internal magnetic hard disks, SSDs, and
the like. The
one or more memory devices 1206 may include volatile memory (e.g., dynamic
random access
memory (DRAM), static random access memory (SRAM), etc.) and/or non-volatile
memory
(e.g., read-only memory (ROM), flash memory, etc.).
1001361 Computer program products containing mechanisms to effectuate the
systems and
methods in accordance with the presently described technology may reside in
the data storage
devices 1204 and/or the memory devices 1206, which may be referred to as
machine-readable
media. It will be appreciated that machine-readable media may include any
tangible non-
transitory medium that is capable of storing or encoding instructions to
perform any one or
more of the operations of the present disclosure for execution by a machine or
that is capable
of storing or encoding data structures and/or modules utilized by or
associated with such
instructions. Machine-readable media may include a single medium or multiple
media (e.g., a
centralized or distributed database, and/or associated caches and servers)
that store the one or
more executable instructions or data structures.
1001371 In some implementations, the computer system 1200 includes one or more
ports,
such as an input/output (1/0) port 1208, a communication port 1210, and a
vehicle sub-systems
port, for communicating with other computing, network, or vehicle devices. It
will be
appreciated that the ports 1208-1210 may be combined or separate and that more
or fewer ports
may be included in the computer system 1200.
1001381 The I/0 port 1208 may be connected to an I/0 device, or other device,
by which
information is input to or output from the computing system 1200. Such I/0
devices may
include, without limitation, one or more input devices, output devices, and/or
environment
transducer devices.
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1001391 In one implementation, the input devices convert a human-generated
signal, such as,
human voice, physical movement, physical touch or pressure, and/or the like,
into electrical
signals as input data into the computing system 1200 via the I/0 port 1208.
Similarly, the
output devices may convert electrical signals received from computing system
1200 via the I/0
port 1208 into signals that may be sensed as output by a human, such as sound,
light, and/or
touch. The input device may be an alphanumeric input device, including
alphanumeric and
other keys for communicating information and/or command selections to the
processor 1202
via the I/0 port 1208. The input device may be another type of user input
device including,
but not limited to: direction and selection control devices, such as a mouse,
a trackball, cursor
direction keys, a joystick, and/or a wheel; one or more sensors, such as a
camera, a microphone,
a positional sensor, an orientation sensor, a gravitational sensor, an
inertial sensor, and/or an
accelerometer; and/or a touch-sensitive display screen ("touchscreen"). The
output devices
may include, without limitation, a display, a touchscreen, a speaker, a
tactile and/or haptic
output device, and/or the like. In some implementations, the input device and
the output device
may be the same device, for example, in the case of a touchscreen.
1001401 The environment transducer devices convert one form of energy or
signal into
another for input into or output from the computing system 1200 via the I/0
port 1208. For
example, an electrical signal generated within the computing system 1200 may
be converted
to another type of signal, and/or vice-versa. In one implementation, the
environment transducer
devices sense characteristics or aspects of an environment local to or remote
from the
computing device 1200, such as, light, sound, temperature, pressure, magnetic
field, electric
field, chemical properties, physical movement, orientation, acceleration,
gravity, and/or the
like. Further, the environment transducer devices may generate signals to
impose some effect
on the environment either local to or remote from the example computing device
1200, such
as, physical movement of some object (e.g., a mechanical actuator), heating or
cooling of a
substance, adding a chemical substance, and/or the like.
1001411 In one implementation, a communication port 1210 is connected to a
network by
way of which the computer system 1200 may receive network data useful in
executing the
methods and systems set out herein as well as transmitting information and
network
configuration changes determined thereby. Stated differently, the
communication port 1210
connects the computer system 1200 to one or more communication interface
devices
configured to transmit and/or receive information between the computing system
1200 and
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other devices by way of one or more wired or wireless communication networks
or
connections. Examples of such networks or connections include, without
limitation, Universal
Serial Bus (USB), Ethernet, Wi-Fi, Bluetoothg, Near Field Communication (NFC),
Long-
Term Evolution (LTE), and so on. One or more such communication interface
devices may be
utilized via the communication port 1210 to communicate one or more other
machines, either
directly over a point-to-point communication path, over a wide area network
(WAN) (e.g., the
Internet), over a local area network (LAN), over a cellular (e.g., third
generation (3G) or fourth
generation (4G) or fifth generation (5G)) network, or over another
communication means.
Further, the communication port 1210 may communicate with an antenna for
electromagnetic
signal transmission and/or reception. In some examples, an antenna may be
employed to
receive GPS data to facilitate determination of a location of a machine,
vehicle, or another
device.
1001421 The computer system 1200 may include a vehicle sub-systems port for
communicating with one or more systems related to the underwater vehicle 100
to control an
operation of the underwater vehicle 100 and/or exchange information between
the computer
system 1200 and one or more sub-systems of the underwater vehicle 100.
[00143] In an example implementation, mission planning data, diagnostics,
mission data, and
software and other modules and services for operating various aspects of the
underwater
vehicle 100 in connection with underwater exploration and operation may be
embodied by
instructions stored on the data storage devices 1204 and/or the memory devices
1206 and
executed by the processor 1202. The computer system 1200 may be integrated
with or
otherwise form part of a vehicle. In some instances, the computer system 1200
is a portable
device that may be in communication and working in conjunction with various
systems or sub-
systems of a vehicle.
[00144] The system set forth in Figure 12 is but one possible example of a
computer system
that may employ or be configured in accordance with aspects of the present
disclosure. It will
be appreciated that other non-transitory tangible computer-readable storage
media storing
computer-executable instructions for implementing the presently disclosed
technology on a
computing system may be utilized.
1001451 In the present disclosure, the methods disclosed may be implemented as
sets of
instructions or software readable by a device. Further, it is understood that
the specific order
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or hierarchy of steps in the methods disclosed are instances of example
approaches. Based
upon design preferences, it is understood that the specific order or hierarchy
of steps in the
method can be rearranged while remaining within the disclosed subject matter.
The
accompanying method claims present elements of the various steps in a sample
order, and are
not necessarily meant to be limited to the specific order or hierarchy
presented.
1001461 The described disclosure may be provided as a computer program
product, or
software, that may include a non-transitory machine-readable medium having
stored thereon
instructions, which may be used to program a computer system (or other
electronic devices) to
perform a process according to the present disclosure. A machine-readable
medium includes
any mechanism for storing information in a form (e.g., software, processing
application)
readable by a machine (e.g., a computer). The machine-readable medium may
include, but is
not limited to, magnetic storage medium, optical storage medium; magneto-
optical storage
medium, read only memory (ROM); random access memory (RAM); erasable
programmable
memory (e.g., EPROM and EEPROM); flash memory; or other types of medium
suitable for
storing electronic instructions.
1001471 While the present disclosure has been described with reference to
various
implementations, it will be understood that these implementations are
illustrative and that the
scope of the present disclosure is not limited to them. Many variations,
modifications,
additions, and improvements are possible. More generally, embodiments in
accordance with
the present disclosure have been described in the context of particular
implementations.
Functionality may be separated or combined in blocks differently in various
embodiments of
the disclosure or described with different terminology. These and other
variations,
modifications, additions, and improvements may fall within the scope of the
disclosure as
defined in the claims that follow.
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