POSITION CONTROL SYSTEM AND POSITION CONTROL METHOD FOR AN UNMANNED SURFACE VEHICLE

Abstract

An unmanned surface vehicle for underwater investigation that is free from negative effect of a thruster is provided. A position control system for an unmanned surface vehicle includes: at least one mooring device fixed on the ground; a wire fed and wound from the mooring device; an unmanned surface vehicle connected at the tip end of the wire; and at least one rudder equipped on the unmanned surface vehicle, wherein the mooring device includes a mooring device control means for controlling the feeding and winding of the wire, and a rudder control means for drive-controlling the rudder, the mooring device control means and the rudder control means control the position of the unmanned surface vehicle to reach the target.

Claims

1. A position control system for an unmanned surface vehicle, comprising: at least one mooring device fixed on the ground; a wire fed and wound from the mooring device; an unmanned surface vehicle connected at the tip end of the wire; and at least one rudder equipped on the unmanned surface vehicle, wherein the mooring device includes a mooring device control means for controlling the feeding and winding of the wire, the unmanned surface vehicle includes a GPS and an inertia measurement apparatus for sensing the position and posture of the unmanned surface vehicle, an angle sensing means for the rudder, and a rudder control means for drive-controlling the rudder, the mooring device control means and the rudder control means include communication systems for sending and receiving the information of each control apparatus, and the mooring device control means and the rudder control means control the position of the unmanned surface vehicle to reach the target.

2. The position control system according to claim 1, wherein the total number of the mooring devices and the rudders is three or more.

3. The position control system according to claim 1, further comprising at least one of the following three mechanisms: a wire connection point (WCP) shifting mechanism of that can shift a wire connection point between the wire and the unmanned surface vehicle, a center of gravity (COG) shifting mechanism that can shift the center of gravity of the unmanned surface vehicle, and a rudder shifting mechanism that can shift a position of the rudder.

4. The position control system according to claim 1, wherein the number of the mooring device fixed on the ground is one, the number of the rudders is two, and the two rudders are provided at the stern side or one rudder is provided at the stern side and the other one rudder is provided at the bow side.

5. The position control system according to claim 1, wherein the rudder control means includes a worm gear.

6. The position control system according to claim 1, wherein the unmanned surface vehicle further includes a thruster.

7. A position control method of controlling the position of an unmanned surface vehicle in a position control system including, at least one mooring device fixed on the ground, a wire fed and wound from the mooring device, an unmanned surface vehicle connected at the tip end of the wire, and at least one rudder equipped on the unmanned surface vehicle, the unmanned surface vehicle including a GPS and an inertia measurement apparatus for sensing its own position and posture, and an angle sensing means for the rudder, the position control method comprising: drive-controlling, by the mooring device control means, the feeding and winding of a wire; drive-controlling, by the rudder control means, the rudder; and mutually sending and receiving, by the mooring device control means and the rudder control means, information of the respective control means to control the position of the unmanned surface vehicle to reach the target.

8. The position control method according to claim 7, wherein the total number of the mooring devices and the rudders is three or more.

9. The position control method according to claim 7, wherein the unmanned surface vehicle further includes at least one of the following three mechanisms: a WCP shifting mechanism that can shift a wire connection point between the wire and the unmanned surface vehicle, a COG shifting mechanism that can shift the center of gravity of the unmanned surface vehicle, and a rudder shifting mechanism that can shift a position of the rudder.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0020] FIGS. 1A to 1D illustrate the basic configuration of the conventional reconfigurable robot for underwater investigation;

[0021] FIG. 2 illustrates a configuration example assuming an actual operation of the conventional reconfigurable robot for underwater investigation;

[0022] FIG. 3 illustrates a configuration example of the conventional reconfigurable robot that actually investigates underwater environments;

[0023] FIG. 4 illustrates the movement of an unmanned surface vehicle in a basic model (one mooring device and two rudders) of the unmanned surface vehicle position control system of the present invention using a wire mooring device (mooring system) and a rudder;

[0024] FIGS. 5A and 5B illustrate a control example 1 for the desired motion of the unmanned surface vehicle of FIG. 4;

[0025] FIG. 6 illustrates an example for a basic model of the present invention using one mooring device and one rudder;

[0026] FIG. 7 illustrates a control system in the basic model of the present invention (one mooring device, one rudder, and the rudder shifting mechanism);

[0027] FIG. 8 illustrates the control system in the basic model of the present invention (one mooring device, one rudder, and the wire connection point shifting mechanism);

[0028] FIG. 9 illustrates the control system in the basic model of the present invention (one mooring device, one rudder, and the gravity center shifting mechanism);

[0029] FIG. 10 illustrates an example in which the control system of the basic model of the present invention (one mooring device, two rudders) using rudders provided at the stern side and the bow side;

[0030] FIG. 11 illustrates an example in which the basic model of the present invention (one mooring device, two rudders) is used to move the model on a circular arc around the mooring device as a supporting point;

[0031] FIG. 12 illustrates the control example of the target movement having a variable wire length in the basic model of the present invention (one mooring device, two rudders);

[0032] FIG. 13 illustrates a basic configuration of the position control system of the present invention;

[0033] FIG. 14 illustrates a direction along which a sonar beam is emitted. The sonar beam is generally emitted in a direction vertical to the travelling direction of the vessel body and at an angle even in both left and right directions;

[0034] FIG. 15 illustrates a vessel handling example in a case where the basic model of the present invention (one mooring device, two rudders) is used to generate a terrain map using sonar;

[0035] FIG. 16 illustrates the basic model of the present invention (two mooring devices, one rudder);

[0036] FIG. 17 illustrates a configuration example of the present invention in which one wire is fixed by an anchor to the river bottom in FIG. 16 and the feeding and winding of this wire is controlled by the unmanned surface vehicle side;

[0037] FIG. 18 illustrates a configuration example in which the basic model of the present invention (one mooring device, two rudders) further includes a thruster for modularization. The bottom can include sonar or an underwater observational instrument;

[0038] FIG. 19 illustrates an example in which the apparatus of FIG. 18 is used to perform a straight movement and a wavelike movement;

[0039] FIG. 20 illustrates an example in which the pier scour is observed by the apparatus of FIG. 18; and

[0040] FIG. 21A, and FIG. 21B illustrate an example of a worm and a worm gear used in the rudder driving system of the present invention.

DESCRIPTION OF THE EMBODIMENTS

[0041] Generally, an unmanned surface vehicle in flowing water receives forces such as a gravitational force, a buoyant force, a drag force, or a lift force. Here, it is assumed that the vertical movement of the unmanned surface vehicle is ignored and that the horizontal movement is mainly subjected to a drag force and a lift force. The resultant force of a drag and a lift force is called as a fluid force. It is conserved the fluid force and tension of the wire as a horizontal external force acting on the unmanned surface vehicle. Furthermore, it is assumed that the unmanned surface vehicle is moored by i wires and the unmanned surface vehicle includes k rudders. FIG. 4 represents the case where i=1 and k=2. As shown in FIG. 4, Fd denotes the fluid force vector applied to the draft of the unmanned surface vehicle 1, Fc(h) denotes the horizontal component of the tension vector applied to the h wire (where h=1, 2, . . . , i) 21, Fr(j) denotes the horizontal component of the fluid force vector applied to the j rudder (where j=1, 2, . . . , k) 11,12, mb denotes the mass of the unmanned surface vehicle 1, Ib denotes the moment of the inertia of the unmanned surface vehicle 1,

p.sub.b,.sub.b,

[0042] denote the position vector from the center of gravity G of the unmanned surface vehicle 1 and the posture vector between the center line of the unmanned surface vehicle 1 ah and a water flow direction dc, respectively,

p.sub.d,p.sub.c(h),p.sub.r(j)

[0043] denote the position vector from the center of gravity G of the unmanned surface vehicle 1 to each application point of the fluid force applied to the draft of the unmanned surface vehicle 1, the wire h, and the rudder, respectively. Note that symbols 21, 11, and 12 shown in FIG. 4 to FIG. 20 denote just the name of wire and rudders. Therefore 21, 11, and 12 in FIG. 1 represent the first wire (h=1), the first rudder (j=1), and the second rudder (j=2), respectively.

[0044] In this case, the force vector Fb acting on the gravity center G of the unmanned surface vehicle 1 and the moment vector Mb are represented by the following equations.

[00001]$F_b=F_d+\underset{h=1}{\overset{i}{.Math.}}.Math..Math.F_c\left(h\right)+\underset{j=1}{\overset{k}{.Math.}}.Math..Math.F_r\left(j\right)$$M_b=p_d{F}_d+\underset{h=1}{\overset{i}{.Math.}}.Math..Math.\left(p_c\left(h\right)F_c\left(h\right)\right)+\underset{j=1}{\overset{k}{.Math.}}.Math..Math.\left(p_r\left(j\right)F_r\left(j\right)\right)$

[0045] Thus, the unmanned surface vehicle 1 has a dynamic equation established as shown below.

[00002]$m_b.Math.\frac{d^2.Math.p_b}{{\mathrm{dt}}^2}=F_b$$I_b.Math.\frac{d^2.Math.{}_b}{{\mathrm{dt}}^2}=M_b$

[0046] The fluid force vectors Fd and Fr(j) are divided into the drag vectors fDd and fDr(j) and the lift force vectors fLd and fLr(j) and can be represented by the following equations.

F.sub.d=f.sub.Dd+f.sub.Ld

F.sub.r(j)=f.sub.Dr(j)+f.sub.Lr(j)

[0047] In the following description, when a variable Xn is used, the index n represents d or r. When n is d, the variable represents the draft of the unmanned surface vehicle and, when n is r, the variable represents the rudder. It is assumed that the fluid density is , the relative velocity vector of the object (the draft or rudder) to the fluid is vn, the object (the draft or rudder) to a plane vertical to the fluid flow has a projection area SDn, the object (the draft or rudder) to a plane parallel to the fluid flow has a projection area SLn, the drag coefficient is CDn, the lifting power coefficient is CLn, and a unit vector vertical to the relative velocity vector vn within the horizontal plane is epn. In this case, the drag vector fDn and the lifting power vector fLn acting on the draft and the rudder of the unmanned surface vehicle are determined by the following equations.

f.sub.Dd=|v.sub.d|v.sub.dS.sub.DdC.sub.Dd

f.sub.Ld=|v.sub.d|.sup.2e.sub.pdS.sub.LdC.sub.Ld

f.sub.Dr(j)=|v.sub.r(j)|v.sub.r(j)S.sub.Dr(J)C.sub.Dr(j)

f.sub.Lr(j)=|v.sub.r(j)|.sup.2e.sub.prS.sub.Lr(J)C.sub.Lr(j)

[0048] Thus, the mechanism constants mb and Ib and the density p can be known and the values of the coefficients CDn and CLn can be obtained by an experiment. Then, the relative velocity vector vn and the projection areas SDn and SLn and the position vector

p.sub.d,p.sub.c(h),p.sub.r(j)

[0049] can be calculated. Furthermore, the tension vectors Fc(h) of all wires can be measured by a sensor. Alternatively, it is assumed that all wires are modeled by a spring or a damper for example and the wire tension vector Fc(h) can be calculated based on the elongation. In this case, the resultant force Fb applied to the gravity center of the unmanned surface vehicle and the total moment Mb can be calculated. Thus, based on the dynamic equation, the positions and the postures of the unmanned surface vehicle at the respective timings can be calculated. As described above, the general behavior of the moored unmanned surface vehicle can be expressed by the dynamic equations with the four equations for the fluid force.

Control Example 1 of a Target Movement in the Case where the Configuration is Composed of One Mooring Device and One Rudder

[0050] FIGS. 5A and 5B illustrate the control example 1 for the desired motion of the unmanned surface vehicle from the start point to the goal point. As shown in FIG. 5A, the position of the wire feeding point of the mooring device 2 is higher than that of the unmanned surface vehicle. This condition may fit for actual environment, however it is assumed that the vertical gap of the two position is smaller than the wire length because this assumption also fit for actual investigation task. Therefore, the vertical movement of the unmanned surface vehicle caused by tension of the wire is ignored. In the case where the length of the wire is constant, the unmanned surface vehicle follows the circular path only by suitable control of rudders as shown in FIG. 5B. Assuming that ag and ac in FIG. 5B denote the current wire angle and the target wire angle, respectively, the control value for the rudder angle is given by multiplying the angular error (g-c) by the gain. Then, the command rudder angle g is given by adding this control value for the rudder angle to the current rudder angle. The rudder is controlled to follow the command angle g at each sampling time.

Disadvantage Regarding the Target Movement Control in the Case where the Configuration is Composed of One Mooring Device and One Rudder

[0051] To keep the vessel body stationary at the target point in running water in the case that the wire length is constant, it is necessary to control the wire angle to be the target angle. The wire angle can be controlled by one rudder as shown in the control example 1, however the wire angle and the posture of the vessel cannot be controlled at the same time because the number of the control input is just one. To control the two parameters, another control input is required.

Control Example 2 of the Target Movement in the Case where the Configuration is Composed of One Mooring Device 1 and One Rudder and a Rudder Shifting Mechanism

[0052] Following the method shown in the control example 1, the wire angle reaches to the target angle by control of the rudder angle 11. At that time, the resultant force and moment vector Fb and Mb can be zero (Fb=0 and Mb=0) when controlling the rudder angle 41 suitably and the position of the rudder from Prjl shown in FIG. 7 to the appropriate position Prjl by using the rudder shifting mechanism 42. In the case where Fb=0 and Mb=0, it is relatively easy to make the wire angle reach the target angle ag, the vessel body axis ah get parallel to the water flow direction dc and the vessel body keep at the same position as shown in FIG. 7.

Control Example 3 of the Target Movement in the Case where the Configuration is Composed of One Mooring Device, One Rudder, and a Wire Connection Point Shifting Mechanism

[0053] Following the method shown in the control example 1, the wire angle reaches to the target angle by control of an angle of the rudder 11. At that time, the resultant force and moment vector Fb and Mb can be zero (Fb=0 and Mb=0) when controlling the rudder angle suitably and the position of the wire connection point (WCP) from Pcj shown in FIG. 8 to the appropriate position Pcj by using the WCP shifting mechanism 51. In the case where Fb=0 and Mb=0, it is relatively easy to make the wire angle reach the target angle ag, the vessel body axis ah get parallel to the water flow direction dc and the vessel body keep at the same position as shown in FIG. 8.

Control Example 4 of the Target Movement in the Case where the Configuration is Composed of One Mooring Device, One Rudder, and a Gravity Center Shifting Mechanism

[0054] Following the method shown in the control example 1, the wire angle reaches to the target angle by control of an angle of the rudder 11. At that time, the resultant force and moment vector Fb and Mb can be zero (Fb=0 and Mb=0) when controlling the rudder angle suitably and the position of the vessel body gravity center G shown in FIG. 9 to the vessel body gravity center G by using the gravity center shifting mechanism 61. In the case where Fb=0 and Mb=0, it is relatively easy to make the wire angle reach the target angle ag, the vessel body axis ah get parallel to the water flow direction dc and the vessel body keep at the same position as shown in FIG. 9.

Control Example 5 of the target movement in the case where the configuration is composed of one mooring device and two rudders

[0055] Setting an angle of the rudder 72 in FIG. 10 as its center line cl fits for the center line of the vessel body ah and following the method shown in the control example 1, the wire angle reaches to the target angle by control of the rudder angle 11. At that time, the resultant force and moment vector Fb and Mb can be zero (Fb=0 and Mb=0) when controlling the rudder angle 11 and 72 shown in FIG. 10 suitably. In the case where Fb=0 and Mb=0, it is relatively easy to make the wire angle reach the target angle g, the vessel body axis ah get parallel to the water flow direction dc and the vessel body keep at the same position as shown in FIG. 10. The rudder installation position is not needed to be mounted on the vessel body axis ah and also can be set as shown in FIG. 4 and FIG. 11 so long as

[0056] .sub.b=0,

Fb=0 and Mb=0 can be achieved by the rudder control.

[0057] When controlling the two rudders of the unmanned surface vehicle at the position of the unmanned surface vehicle 1a in FIG. 11 to rotate counterclockwise with the wire length constant, the vessel may turn right due to the water flow. At that time, the fluid force applies to the left side of the vessel body stronger than that applies to the right side and the vessel starts to be moved to right by the lift force in the right direction perpendicular to the water flow direction dc. Consequently, the vessel moves from the position of the unmanned surface vehicle 1a to the position of the unmanned surface vehicle 1b with turning around supporting point of the wire, the mooring device 2, because the movement of the wire connection point Pc is restricted in the extending direction of the wire. As shown in FIG. 11, both angles of twin rudders are controlled to be same, however the posture of the vessel body as well as the wire angle may be controlled by controlling angles of twin rudders independently.

Control Example 6 of the Target Movement in the Case where the Configuration is Composed of One Mooring Device and Two Rudders

[0058] FIG. 12 illustrates the control example 6 of the desired motion of the unmanned surface vehicle in the case where the system is composed of one mooring device and two rudders and the wire length is controlled. In this control example 6, the rudder angle is firstly controlled as shown in the control example 1 while the wire length is constant. When the rudder angle reaches the target angle, then the wire length is controlled to follow the command wire length at each sampling time. The command wire length is obtained by adding the current wire length to the control value that is given by multiplying the error between the target wire length and the current wire length by the gain. The wire is droved by the mooring device. In this way, the unmanned surface vehicle can be controlled to move in the direction perpendicular to the wire as well as in the direction parallel to the wire. Note that the wire angle can be controlled not only by rudders but also by the control method shown in the control examples 1 to 4. Controlling both angle and length of the wire, the unmanned surface vehicle can move everywhere in the downstream side of the mooring device 2 shown in FIG. 19, theoretically.

[0059] As shown in the control examples 2 to 5, the position of the unmanned surface vehicle 1 can be defined by including: at least one mooring devices 2 provided at the land side; a wire fed and wound from the mooring device 2; an unmanned surface vehicle 1 connected to a tip end of the wire; and at least one rudders 11, 12 provided in the unmanned surface vehicle 1. The total number of the mooring devices and the rudders is three or more. Alternatively, the unmanned surface vehicle includes the one mooring device, the one rudder, and a rudder shifting mechanism. Alternatively, the unmanned surface vehicle includes the one mooring device, the one rudder, and a WCP shifting mechanism. Alternatively, the unmanned surface vehicle includes the one mooring device, the one rudder, and a gravity center shifting mechanism.

Basic Configuration of the Control System

[0060] FIG. 13 illustrates a basic configuration of the position control system of the present invention. The basic configuration of this position control system includes a mooring device 2 at the land side and a mooring device 2 including a mooring device control means (CPU) 201 for controlling the feeding and winding of the wire 21, a means for detecting the position and posture of the unmanned surface vehicle 1, and a communication system 202 for the transmission and reception with the vessel body side of the unmanned surface vehicle 1. The vessel body side of the unmanned surface vehicle 1 moored by a wire includes: a rudder 11; a rudder control means (CPU) 101 for drive-controlling the rudder 11; a rudder angle sensing means; and a communication system 102 for the transmission and reception with the land-side mooring device 2. By sending and receiving information via both of the communication systems, the mooring device control means can cooperate with the rudder control means to control the movement of the unmanned surface vehicle to the target position. The mooring device control means 201 has an input means (HMI) 203 to input a target position for example.

[0061] When the system includes only one mooring device and one rudder and the position and posture of the unmanned surface vehicle are controlled, the unmanned surface vehicle must include, in addition to the mooring device and the rudder, at least one of a rudder shifting mechanism 111 that can move the rudder installation position, a WCP shifting mechanism 112 that can move a point at which the wire is connected to the unmanned surface vehicle, and a center of gravity (COG) shifting mechanism 113 that can move the gravity center of the unmanned surface vehicle. The control of the rudder shifting mechanism 111, the WCP shifting mechanism 112, and the COG shifting mechanism 113 requires a sensor 103 for sensing the travel distance of the object moving on the respective mechanisms and a drive control means (CPU).

[0062] The GPS inertia measurement apparatus provided in the unmanned surface vehicle can be used to sense the position and posture of the unmanned surface vehicle. However, these apparatuses are insufficient to sense a loose wire. To handle this, the tension is prevented from being zero by providing an apparatus to measure the wire feed amount or a wire tension sensor that can sense a loose wire. Furthermore, the mooring device fixed on the land side allows the moored position to be easily identified. Thus, the position and posture of the unmanned surface vehicle can be calculated without the GPS inertia measurement apparatus by allowing the mooring device to include the wire length sensing means and the wire angle sensing means and by allowing the unmanned surface vehicle to include the wire angle sensing means, respectively. However, a loose wire prevents the position and posture of the unmanned surface vehicle from being correctly calculated. Therefore, when the GPS inertia measurement apparatus is not used, then the tension must be prevented from being reached by providing, for example, a wire tension sensor that can sense a loose wire or a clutch that can prevent a certain tension or less from being reached.

[0063] Alternatively, the addition of a thruster 104 can provide the position control using the rudder even when there is no flow.

Example of the Generation of a Terrain Map Using Sonar

[0064] In order to measure the shape of a river bed or a bed protection by sonar to generate a terrain map, the unmanned surface vehicle 1 must be moved thoroughly within a target region so as to eliminate any measurement failure. Generally, the direction along which a sonar beam bm is emitted is a direction vertical to the direction along which the vessel body travels as shown in FIG. 14 and the beam is emitted at an angle even in both left and right directions.

[0065] In order to move the unmanned surface vehicle along the wavelike trajectory of the dash line of FIG. 15, when assuming that the riverbed is horizontal, a measurement region covered by one sonar beam emission is as shown by AA in FIG. 15. When the vessel body has a posture in the same direction as the water flow direction dc as shown in the drawing, the movement of the vessel body causes the measurement region to have a stripe-like shape having the width AA. However, if the vessel body has an inclined posture, the measurement region is covered by BB in FIG. 15, which may cause the width of BB in a direction vertical to the flow to be smaller than the width of AA. In this case, a measurement failure may be caused. If the posture of the vessel body is shaky, then a variation is caused in the measurement density distribution. Furthermore, if the vessel body posture is inclined relative to the flow velocity direction, then the vessel body receives an increased fluid drag. In order to avoid these disadvantages, the vessel body posture is desirably in the same direction as the flow velocity direction to the maximum.

(System Example Composed of Two Mooring Devices and One Rudder)

[0066] FIG. 16 illustrates a system example of the present invention composed of two mooring devices 22a, 22b and one rudder 11. In the drawing, the two mooring devices 22a, 22b are provided at the right waterfront side of the water flow. Two mooring devices 22a, 22b are connected to the unmanned surface vehicle 1 via wires 23a, 23b. However, one mooring device can be provided at the left waterfront side and one mooring device can be provided at the right waterfront side.

A Modification Example of a System Composed of Two Mooring Devices and One Rudder

[0067] FIG. 17 illustrates a system as a modification example of the system of FIG. 16 in which one wire 21 is connected to the mooring device 2 and the other wire 23 is connected to an anchor 141 fixed to the river bottom and a side winch 142 of the unmanned surface vehicle is used to feed and wind the wire 23.

A System Example Composed of a Catamaran Unmanned Surface Vehicle, One Mooring Device, and Two Rudders 2

[0068] FIG. 18 illustrates the case where a thruster 152 is further added to a catamaran unmanned surface vehicle 1 as a basic model of the present invention (combination of one mooring device and two rudder). The bottom space 161 represents an installing place of an acoustic imaging sonar 153 or an underwater observational instrument 154. The addition of the thruster enables the control system 201 to control the position of the unmanned surface vehicle 1 even when the water flow is quite slow. Moreover, the unmanned surface vehicle 1 can return to the home position near the waterfront thanks to the thruster after finishing the measurement task.

[0069] FIG. 19 illustrates example tasks of inspection of a revetment and a riverbed by using the above system with pan-tilt sonar shown in FIG. 18. The unmanned surface vehicle 1a in FIG. 19 moves linearly along the revetment with the sonar head faced leftward to inspect the revetment. The unmanned surface vehicle 1b in FIG. 19 meanders with the sonar head faced to downward to inspect the riverbed.

[0070] FIG. 20 illustrates example tasks of inspection of a scour part around a pier foundation by using the above system with sonar and underwater camera shown in FIG. 18. The unmanned surface vehicle 1 connected to the wire 21 fed and wound from the mooring device 2 includes a towed underwater camera 154 and communicates a communication system 211 on land. The towed underwater camera 154 observes a scour situation 173 of a pier base foundation 172 of a bridge 171.

(An Example in which a Rudder Driving Unit Uses a Worm Gear)

[0071] FIG. 21A and FIG. 21B illustrate an example in which the rudder driving unit of the present invention uses a worm and a worm wheel (worm gear). The rudder driving unit 181 controls a driving motor 182 to rotate the worm 185 via spur gear 183, 184. The shaft of the worm wheel 186 is connected to the rudder 11 through a flange 187. This rudder driving unit 181 is mounted on the unmanned surface vehicle 1. The rudder angle is mechanically locked by self-locking effect of the worm gear used in the rudder driving unit. Thus, the rudder withstands the external force without rotating even when the rudder is not actuated. Therefore, the rudder driving unit suppresses the power consumption especially when the rudder angle of the unmanned surface vehicle 1 is kept constant in the running water.

[0072] The use of the system of the present invention can reduce disturbance caused by the thruster driving because the system can control the position of the unmanned surface vehicle 1 without using thruster during the underwater observation. This system can be generally used for the underwater observation of a river or a weir for example.