Tunnels exist for instance in power plants for supplying or discharging of water.

These tunnels are normally blasted in rocks and can have substantial lengths.

Several 1 Oths of kilometres are not unusual. To make the tunnels effective, no obstacles are allowed that can prevent the free water flow.

A fall can for instance be devastating and cause serious disturbances of the power production. When this occurs the operation must be stopped and the tunnel emptied of water to mend the damage. Falls cannot be prevented but regular inspections would be helpful to perform preventive maintenance, which then could be carried out according to plan and reduce the consequences of a break down.

Inspection can be carried out in different ways. The most circumstantial is of course to empty the tunnel and simply letting personnel walk through the tunnel and carry out a visual inspection.

Today remote controlled submersibles exist designed for inspection purposes in tanks, tunnels and pipelines. The vehicles are usually equipped with devices for illumination of the surroundings and video cameras for documentation of the condition of the tunnel walls. For further documentation in the shape of images of the surface profile of the tunnel walls, the cross section of the tunnel, etc. , the vehicle can be equipped with one or more sonars. The signals from these together with video recordings are also utilised for navigation of the vehicle. Thus the operator is placed outside the tunnel at a video monitor manoeuvring the vehicle by means of the image on the screen.

It is an extensive exchange of signals and power taking place between the vehicle and the operator and therefore a cable of high quality is required. Beside qualified transmission properties for power and signals, the cable must be strong enough for positioning and capturing the vehicle. An outer sheath resistant to the rough environment of water end mechanical effects from rugged tunnel walls is also required. Tunnel lengths of several kilometres are not unusual. Since the cable must be of a length sufficient to perform inspection of a long tunnel, it requires a large space and becomes difficult to handle. Besides it is not unusual that there are fixed obstacles protruding from the tunnel walls in the shape of shelves and consoles or ends of reinforcement bars. This involves a great risk of that the cable gets stuck and makes a capture impossible to carry out. Since a vehicle represents a great value, the economical consequences become serious.

Known vehicles for inspection of tunnels and larger pipelines are without exception remote controlled via a cable. The cable represents a big problem and limits the operational range for the vehicles known today. This means in turn that the most elongated tunnels cannot be fully inspected.

Thus it exists a need to eliminate the above mentioned problems that are present at vehicles being controlled by means of a cable. It is desirable that the vehicle can navigate on its own and follow a predetermined route in the tunnel.

Simultaneously it should be able to record and store all data needed for a complete inspection and after fulfilled mission manoeuvre back to a predetermined point or to the launching point.

In tunnels with a moderate flow velocity of the water it is desirable that the vehicle can drift with the current along the desired route and keep attitude and heading while it carries out its inspection task.

An object with the present invention is to provide a vehicle that can be programmed with a control program that with known components for control and propulsion can manoeuvre the vehicle along a determined route in an elongated tunnel.

Another object is to provide a program that records position data from sonars and movement and position data from sensors while the vehicle moves for processing in a computer into navigation information.

A further object is to provide a program that stores data from sonars and video cameras for subsequent processing of images of the cross section, surface profile and running of a tunnel.

A further object is to provide a vehicle having a minimum of flow resistance and an exterior that prevents the vehicle from getting hooked These objects are achieved with a vehicle that has a buoyancy equal to its weight and is balanced so that a vehicle related system of co-ordinates has its Y-axis in the vertical direction, that a first sonar unit is arranged in the front part of the instrument-carrying unit for continuous measurement of the distance to the tunnel walls in a first plane perpendicular to the tangent of a programmed route, preferably the centre line of the tunnel, that a second sonar unit is arranged on the upper or under side of the instrument-carrying unit with its scanning axis in or near the Y-axis of the vehicle for continuous measurement of the distance to the tunnel walls in a second plane, perpendicular to the first plane, and that a computer with a memory unit is programmed, partly with a data collection program for collecting and storing of distance data from the sonars together with way done, partly with a control program that from the distance data from the sonars calculates control commands for the devices for propulsion/change of heading and positioning of the vehicle so that it moves along the programmed route in the tunnel and partly with a calculation program for mathematical correction of the sonar displacement data at deviating tunnel direction in the X/Y-plane.

The other objects stated above are achieved by the characteristics given in the accompanying subclaims.

The invention will now be described by a preferred exemplary embodiment with references to the drawings appended, in which: Fig. 1 shows a side view of a schematic configuration of a submersible according to the invention; Fig. 2 shows a rear view of a schematic configuration of a submersible according to the invention; Fig. 3 shows a block diagram of the system according to the invention; Fig. 4 shows a scanning plane in the X/Z-plane ; Fig. 5 shows a scanning plane in the Y/Z-plane ; Fig. 6 shows a scanning plane in the XlY-plane.

In all figures a vehicle-related system of co-ordinates X/Y/Z is defined to facilitate the understanding of the function of the different system parts and their location and the motion geometry. A route F along which the vehicle is moving is also shown.

Figure 1 shows a vehicle 1 with an instrument-carrying unit 2. A protecting and fending framework 3 is encompassing the unit. The framework is designed to minimise the risk of being hooked in protruding objects. It is also intended to protect the devices for propulsion and measurement mounted on the outside of the vehicle from damage at possible contact with the tunnel walls or other objects. On the upper side of the vehicle, floating elements are attached to achieve the desired buoyancy and attitude in the X and Z-axis. For adjustment of the buoyancy and attitude, ballast tanks (not shown) can also be arranged inside the floating elements.

The block diagram in fig. 3 shows the components comprised in the system. The instrument-carrying unit 2, marked with a frame in the block diagram, comprises a control and regulation unit 4, a recording and documentation unit 5, an A/D- transducer 6 and a power source 7, preferably consisting of chargeable accumulators, and a computer 8 with a memory unit 9. The accumulators, which are heavy, are placed in the lower part of the instrument-carrying unit. The centre of gravity will then be located beneath a point P on the Y-axis, where the resultant

net force acts. This causes the vehicle to enter a stable position relative the axis X and Z in a neutral state in the water.

The vehicle is balanced to barely float in the stable position with its defined Y-axis in the vertical direction. I the rear part of the vehicle first and second motor powered propeller units 10 and 11 are mounted. By means of these the vehicle is able to move forward or backward and change heading in the X/Z-plane, i. e. rotate around the Y-axis. On the sides of the instrument-carrying unit 2, in the X/Z- plane, at least third and fourth motor powered propeller units 12 and 13 are mounted, with the rotation axis perpendicular to each other. The units are placed in about 45° angle against the Y-and Z-axis, whereby their component forces are utilised in an optimised manner to move the vehicle in the Y/Z-plane, i. e. place the vehicle on the desired route in the tunnel cross section.

In the front part of the instrument-carrying unit 2 a first sonar unit is mounted. It has its scanning axis along the longitudinal axis X of the vehicle and scans a first scanning plane S1 that preferably is perpendicular to the route F. A second sonar unit 15 is mounted on the upper side (alternatively the under side) of the instrument-carrying 2 unit with its scanning axis in or close to the Y-axis, i. e. perpendicular to the scanning axis of the first sonar unit and with its sonar-head protruding from the top side of the body. The second sonar is thus scanning in a second scanning plane S2, perpendicular to the first scanning plane S1. The sonars are placed with their heads outside the encompassing structure 3 to avoid disturbances from it. A third sonar 16 can, in an alternative embodiment of the system, be placed on the one side of the instrument-carrying unit to achieve greater accuracy of the registrations of the wall status and the running of the tunnel. The third sonar has its scanning axis in or parallel to the Z-axis and is thus scanning a third scanning plane S3, perpendicular to the first and second scanning planes S1 and S2.

In the preferred embodiment the position vertically and horizontally, i. e. in the X/Y- plane, is controlled by the third and fourth motor powered propeller units 12 and 13. However, water tunnels are not always straight and horizontal but can deviate

both horizontally and vertically. For instance, with a climbing tunnel running a scanning plane that is not perpendicular to the route F is obtained since the vehicle is balanced to remain in a horizontal position. If the deviation of the tunnel path is relatively large the measured values should be corrected. This is performed in a calculation program 19 (fig. 3), which samples information about the tunnel path from the two, alternatively three sonars and which calculate the distance values as if the scanning plane would have been perpendicular to the route.

An alternative solution is that the first sonar 14 can be directed in the X/Y-plane with commands calculated from the sonar distance data. A scanning plane S1, which always is perpendicular to the route, is then achieved. The third sonar 16 can be mounted on either side of the instrument-carrying unit and contributes with further distance information in the scanning plane S3 for controlling the first sonar 14.

In yaw, i. e. the X/Z-plane the vehicle is controlled by the first and second motor powered propeller units 10 and 11 receiving real time commands calculated from the distance information from the sonars. Consequently there is no need for rotating the first sonar in the X/Z-plane or to correct the measured values of the scanning plane S1 with respect to horizontal deviations of the tunnel running.

The vehicle is designed to be conveyed through a water tunnel at a relatively low speed, 0,5 to 2 knots and typically 1 knot. The reason for the low speed is to minimise the energy consumption to achieve a long operating range in tunnels with small or no water flow. In tunnels with water flow the flow speed lies within the mentioned range and is relatively constant at a distance from the tunnel walls. The vehicle is then allowed to move with the flow while registering the tunnel path and the appearance of its walls. The vehicle is programmed to maintain a constant speed relative the tunnel by that the control information to the first and second propeller units is calculated with respect to the speed of the water flow.

The function of the system is shown in the block diagram in fig. 2. The first sonar 14 scans the first scanning plane S1, which is parallel to the Y/Z-plane, and the second sonar 15 scans the second scanning plane S2, which is perpendicular to this and parallel to the X/Z-plane. The third sonar scans the scanning plane S3, which is perpendicular to the first two planes. The scanning planes are illustrated in the figures 4,5 and 6. The analogue signals from the sonar echoes, which give the distance to surrounding objects and the walls are converted in the AID- converter 6 into digital form and stored in the memory unit 9 in the computer 8.

In the memory unit program 17 for information collection for later evaluating of the tunnel status and control program for propulsion, positioning and recording of the route are stored. Also the before mentioned calculation program 19 is stored in the memory unit 9. The computer 8 retrieves the necessary data for navigation and control and performs real time calculations of control. The commands activate the units for the propulsion, positioning and heading in question via the control and regulating unit 4. In alternative configurations the vehicle can be equipped with speed sensors and in the control unit with sensors for sensing attitude changes in the X/Z-plane.

For positioning on the desired route F in the tunnel cross section, the control program 18 retrieves distance data in real time from the first sonar 14 in its scanning plane S1, that is parallel to the X/Z-plane. The control program continuously calculates commands for the third and fourth motor powered propeller units 12 and 13, that keeps the vehicle on the route F. Distance data in the Xi-plane from the second sonar 16 indicates with aiming off, the change of direction of the tunnel and are used together with the position information to calculate correction data for the measured information in the scanning plane S1.

Alternatively control data are sent to the first sonar 14 in the embodiment where it can be angled in the X/Y-plane.

It is important that the vehicle moves with its X-axis in the same direction as the tangent of the route F in the horizontal plane, so that the first sonar 14 at every moment is scanning a plane perpendicular to the centre line of the tunnel and that

the other sonars at every moment are scanning planes in the longitudinal direction of the tunnel.

If obstacles A are indicated on the route in the distance data from the second and possibly the third sonar, i. e. in the scanning planes S2 and S3, a command is calculated at a certain minimum distance and sent to the positioning and propulsion units to turn the vehicle in the present position and to follow the programmed route F back to the launching point. Hereby the commands to the first and second propulsion units, 10 and 11, are calculated to increase the speed of the vehicle to override a possible flow rate of the water.

The operating range of the vehicle is determined by the programmed speed, which is integrated over the operating time, digitised and stored in the memory unit 9.

After completed operation the data collected from the sonars and possible other measuring means is handled and converted by known equipment to depictions of the surface profile, cross section and running of the tunnel. Analysis of these data then provides the base for decisions regarding measures of maintenance or repair.

The described, preferred exemplary embodiment should be regarded only as illustrative and is not intended to limit the invention. Within the scope of the claims it can be given other shapes. The body can for instance be given other shapes that positively affects the flow resistance as well as the internal units can be localised in different ways.