This paper reports the theoretical development and at-sea field evaluation of a novel combined underwater acoustic communication and navigation system, known as cooperative acoustic navigation (CAN), for underwater vehicles (UVs) utilizing a second-order dynamic plant model of the submerged UVs. The present state-of-the-art in CAN is to utilize one-way travel-time acoustic modem telemetry together with purely kinematic, constant-velocity plant process models. We term this approach CAN-KIN. At present, CAN-KIN is utilized with an on-board bottom-lock Doppler velocity log (DVL) providing frequent, high-accuracy velocity corrections. However, DVLs are relatively expensive, have significant power requirements, can be physically large, and have limited acoustic bottom-lock range, which restricts their use to a maximum of 25–420 m above the sea floor. In this study, we investigate the utility of a second-order dynamic UV plant process model in CAN of UVs equipped with an acoustic modem, attitude, and depth sensors, but lacking a DVL, and a surface ship equipped with an acoustic modem and global positioning system. We term CAN utilizing a dynamic model CAN-DYN. This paper reports results from at-sea field trials conducted in the Chesapeake Bay with the Johns Hopkins University Iver3 UV. These experimental results indicate the submerged UV position estimate from CAN-KIN is poor and even unstable in the absence of DVL velocity observations. These field experimental results also show that CAN-DYN performs well without a DVL. Our results suggest CAN-DYN without a DVL does not exhibit instability as does CAN-KIN without a DVL, performs similarly to CAN-KIN with a DVL, and outperforms DVL-based dead reckoning. Additionally, we report an experimental evaluation of the effect of adding (relative) velocity corrections in the form of acoustic range-rate observations to CAN utilizing a dynamic model without a DVL. We conclude that the addition of infrequent velocity observations, such as those provided by acoustic range rate, does not appear to improve the performance of CAN-DYN without a DVL.

中文翻译：

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利用动态过程模型的无 DVL 水下航行器协同声学导航：理论和现场评估

本文报告了一种用于水下航行器 (UV) 的新型组合水声通信和导航系统（称为协作声学导航 (CAN)）的理论发展和海上现场评估，该系统利用水下 UV 的二阶动态植物模型。 . CAN 目前的最新技术是将单向旅行时间声学调制解调器遥测与纯运动学、恒速工厂过程模型结合使用。我们将这种方法称为 CAN-KIN。目前，CAN-KIN 与机载底部锁定多普勒速度测井 (DVL) 一起使用，提供频繁、高精度的速度校正。然而，DVL 相对昂贵，功率要求高，体积大，声学底锁范围有限，这限制了它们在海底上方 25-420 m 的最大使用范围。在这项研究中，我们调查了配备声学调制解调器、姿态和深度传感器但缺少 DVL 的紫外线以及配备声学调制解调器和全球性的水面舰艇的二阶动态紫外线工厂过程模型在 CAN 中的效用。定位系统。我们利用动态模型 CAN-DYN 将 CAN 称为 CAN。本文报告了使用约翰霍普金斯大学 Iver3 UV 在切萨皮克湾进行的海上现场试验的结果。这些实验结果表明，在没有 DVL 速度观测的情况下，来自 CAN-KIN 的淹没紫外线位置估计很差，甚至不稳定。这些现场实验结果还表明，在没有 DVL 的情况下，CAN-DYN 也表现良好。我们的结果表明，没有 DVL 的 CAN-DYN 不会像没有 DVL 的 CAN-KIN 那样表现出不稳定性，其性能与具有 DVL 的 CAN-KIN 相似，并优于基于 DVL 的航位推算。此外，我们报告了对使用没有 DVL 的动态模型以声学范围速率观测的形式向 CAN 添加（相对）速度校正的效果的实验评估。我们得出的结论是，添加不频繁的速度观测（例如声波范围速率提供的速度观测）似乎不会提高没有 DVL 的 CAN-DYN 的性能。