Experimental Investigation of the Hydrodynamic Coefficients of a Remotely Operated Vehicle Using a Planar Motion Mechanism

The determination of hydrodynamic coefficients of full scale underwater vehicles using system identification (SI) is an extremely powerful technique. The procedure is based on experimental runs and on the analysis of on-board sensors and thrusters signals. The technique is cost effective and it has high repeatability; however, for open-frame underwater vehicles, it lacks accuracy due to the sensors' noise and the poor modeling of thruster-hull and thruster-thruster interaction effects. In this work, forced oscillation tests were undertaken with a full scale open-frame underwater vehicle. These conducted tests are unique in the sense that there are not many examples in the literature taking advantage of a PMM installation for testing a prototype and; consequently, allowing the comparison between the experimental results and the ones estimated by parameter identification. The Morison's equation inertia and drag coefficients were estimated with two parameter identification methods, that is, the weighted and the ordinary least-squares procedures. It was verified that the in-line force estimated from Morison's equation agrees well with the measured one except in the region around the motion inversion points. On the other hand, the error analysis showed that the ordinary least-squares provided better accuracy and, therefore, was used to evaluate the ratio between inertia and drag forces for a range of Keulegan-Carpenter and Reynolds numbers. It was concluded that, although both experimental and estimation techniques proved to be powerful tools for evaluation of an open-frame underwater vehicle's hydrodynamic coefficients, the research provided a rich amount of reference data for comparison with reduced models as well as for dynamic motion simulation of ROVs. [DOI: 10.1115/1.4004952]

Extensive Rhodolith Beds Cover the Summits of Southwestern Atlantic Ocean Seamounts

Calcium carbonate production by marine organisms is an essential process in the global budget of CO32-, and coralline reefs are the most important benthic carbonate producers. Crustose coralline algae (CCA) are well recognized as the most important carbonate builders in the tropical Brazilian continental shelf, forming structural reefs and extensive rhodolith beds. However, the distribution of CCA beds, as well as their role in CO32- mineralization in mesophotic communities and isolated carbonate banks, is still poorly known. To characterize the bottom features of several seamount summits in the Southwestern Atlantic (SWA), side-scan sonar records, remotely operated vehicle imagery, and benthic samples with mixed-gas scuba diving were acquired during two recent research cruises (March 2009 and February 2011). The tops of several seamounts within this region are relatively shallow (similar to 60 m), flat, and dominated by rhodolith beds (Vitoria, Almirante Saldanha, Davis, and Jaseur seamounts, as well as the Trindade Island shelf). On the basis of abundance, dimensions, vitality, and growth rates of CCA nodules, a mean CaCO3 production was estimated, ranging from 0.4 to 1.8 kg m(-2) y(-1) with a total production reaching 1.5 x 10(-3) Gt y(-1). Our results indicate that these SWA seamount summits provide extensive areas of shallow reef area and represent 0.3% of the world's carbonate banks. The importance of this habitat has been highly neglected, and immediate management needs must be fulfilled in the short term to ensure long-term persistence of the ecosystem services provided by these offshore carbonate realms.

Rhodolith Beds Are Major CaCO3 Bio-Factories in the Tropical South West Atlantic

Rhodoliths are nodules of non-geniculate coralline algae that occur in shallow waters (<150 m depth) subjected to episodic disturbance. Rhodolith beds stand with kelp beds, seagrass meadows, and coralline algal reefs as one of the world's four largest macrophyte-dominated benthic communities. Geographic distribution of rhodolith beds is discontinuous, with large concentrations off Japan, Australia and the Gulf of California, as well as in the Mediterranean, North Atlantic, eastern Caribbean and Brazil. Although there are major gaps in terms of seabed habitat mapping, the largest rhodolith beds are purported to occur off Brazil, where these communities are recorded across a wide latitudinal range (2 degrees N - 27 degrees S). To quantify their extent, we carried out an inter-reefal seabed habitat survey on the Abrolhos Shelf (16 degrees 50' - 19 degrees 45'S) off eastern Brazil, and confirmed the most expansive and contiguous rhodolith bed in the world, covering about 20,900 km(2). Distribution, extent, composition and structure of this bed were assessed with side scan sonar, remotely operated vehicles, and SCUBA. The mean rate of CaCO3 production was estimated from in situ growth assays at 1.07 kg m(-2) yr(-1), with a total production rate of 0.025 Gt yr(-1), comparable to those of the world's largest biogenic CaCO3 deposits. These gigantic rhodolith beds, of areal extent equivalent to the Great Barrier Reef, Australia, are a critical, yet poorly understood component of the tropical South Atlantic Ocean. Based on the relatively high vulnerability of coralline algae to ocean acidification, these beds are likely to experience a profound restructuring in the coming decades.

Effect of a propeller duct on AUV maneuverability

A number of autonomous underwater vehicles, AUV, are equipped with commercial ducted propellers, most of them produced originally for the remote operated vehicle, ROV, industry. However, AUVs and ROVs are supposed to work quite differently since the ROV operates in almost the bollard pull condition, while the AUV works at larger cruising speeds. Moreover, they can have an influence in the maneuverability of AUV due to the lift the duct generates in the most distant place of the vehicle's center of mass. In this work, it is proposed the modeling of the hydrodynamic forces and moment on a duct propeller according to a numerical (CFD) simulation, and analytical and semi-empirical, ASE, approaches. Predicted values are compared to experimental results produced in a towing tank. Results confirm the advantages of the symbiosis between CFD and ASE methods for modeling the influence of the propeller duct in the AUV maneuverability. (C) 2012 Elsevier Ltd. All rights reserved.