Patent Publication Number: US-9884670-B2

Title: Air-based-deployment-compatible underwater vehicle configured to perform vertical profiling and, during information transmission, perform motion stabilization at a water surface, and associated methods

Description:
FIELD 
     The disclosure relates to an air-based-deployment-compatible underwater vehicle configured to perform vertical profiling and, during information transmission, perform motion stabilization at a water surface, and associated methods. 
     BACKGROUND 
     A conventional profiling float may be an oceanographic instrument platform that changes its buoyancy in order to move vertically in an ocean. Conventional profiling floats may repeatedly collect information with sensors at a range of depths (“profiles”). Common sensors may include temperature, conductivity, and pressure (from which salinity can be calculated), though a wide range of other sensors have been deployed on floats. Conventional profiling floats may transmit collected data at a water surface by radio transmission to one or more satellites and/or other signal receivers. 
     SUMMARY 
     Exemplary implementations may provide an underwater vehicle configured to perform vertical profiling and water-surface motion stabilization during information transmission. Such stabilization may prevent an antenna that transmits collected information from becoming submerged in wavy conditions, thus preventing transmission interruptions. According to some implementations, the vehicle may be configured to: (1) be deployed from a deployment tube, (2) measure vertical current, (3) provide directional resolution of underwater objects, and/or perform other functions. An air deployment tube may deploy the vehicle from a water-surface (e.g., a boat) or from an elevation above the water surface (e.g., an airplane, glider, and/or helicopter). 
     One aspect of the disclosure relates to an air-based-deployment-compatible underwater vehicle configured to perform vertical profiling and, during information transmission, perform motion stabilization at a water surface. The vehicle may comprise a body with a cylindrical shape. The vehicle may include buoyancy control components disposed within the body. The buoyancy control components may be configured to adjust a buoyancy of the vehicle to facilitate vertical profiling. The vehicle may include fins disposed on the body. The fins may be hingedly attached to the body. The fins may be movable between a first configuration and a second configuration. In the first configuration the fins may be positioned substantially flat against the body. In the second configuration the fins may extend radially outward from the body to slow descent and to provide motion stabilization to the vehicle. 
     Another aspect of the disclosure relates to a method for deploying an underwater vertical profiling vehicle from a deployment tube of an aircraft or surface vessel. The vehicle may comprise a body, buoyancy control components, and fins. The body may have a cylindrical shape. The buoyancy control components may be disposed within the body. The buoyancy control components may be configured to adjust a buoyancy of the vehicle to facilitate vertical profiling. The fins may be disposed on the body. The fins may be hingedly attached to the body. The fins may be movable between a first configuration and a second configuration. In the first configuration the fins may be positioned substantially flat against the body. In the second configuration the fins may extend radially outward from the body to slow descent and to provide motion stabilization to the vehicle. The method may include positioning the fins into the first configuration. The fins may be secured in the first configuration such that the fins remain in the first configuration during deployment. The vehicle may be deployed by sending the vehicle through the deployment tube. Responsive to contact with water, the fins may be released to facilitate movement of the fins between the first configuration and the second configuration during vertical profiling. 
     Another aspect of the disclosure relates to a method for measuring vertical current with an underwater vertical profiling vehicle. The vehicle comprising a body, buoyancy control components, and fins. The body may have a cylindrical shape. The buoyancy control components may be disposed within the body. The buoyancy control components may be configured to adjust a buoyancy of the vehicle to facilitate vertical profiling. The fins may be disposed on the body. The fins may be hingedly attached to the body. The fins may be movable between a first configuration and a second configuration. In the first configuration the fins may be positioned substantially flat against the body. In the second configuration the fins may extend radially outward from the body to slow descent and to provide motion stabilization to the vehicle. The fins in the second configuration may be pitched so as to revolve the vehicle about a longitudinal axis of the vehicle during vertical profiling. The method may include controlling the buoyancy of the vehicle so that the vehicle descends. As the vehicle descends the vehicle may revolve about the longitudinal axis due to the pitch of the fins. A number of revolutions experienced by the vehicle may be determined during the descent of the vehicle. A water displacement of the vehicle may be determined based on the number of revolutions. A distance of travel during the descent may be determined based on depth information. The vertical current may be determined based on a difference between the determined water displacement and the determined distance of travel. 
     Another aspect of the disclosure relates to a method for providing directional resolution in sensing underwater objects using an underwater vertical profiling vehicle. The vehicle may include a body, buoyancy control components, and fins. The body may have a cylindrical shape. The buoyancy control components may be disposed within the body. The buoyancy control components may be configured to adjust a buoyancy of the vehicle to facilitate vertical profiling. The fins may be disposed on the body. The fins may be hingedly attached to the body. The fins may be movable between a first configuration and a second configuration. In the first configuration the fins may be positioned substantially flat against the body. In the second configuration the fins may extend radially outward from the body to slow descent and to provide motion stabilization to the vehicle. The fins in the second configuration may be pitched so as to revolve the vehicle about a longitudinal axis of the vehicle during vertical profiling. One or more sensors may be disposed on an individual fin. The method may include controlling the buoyancy of the vehicle so that the vehicle descends. As the vehicle descends, the vehicle may revolve about the longitudinal axis due to the pitch of the fins. A first sensor disposed on a first fin may sense an underwater object. A second sensor may be disposed on a second fin to sense the underwater object. The first sensor may provide a first signal that increases in strength when the first fin is pointed toward the underwater object and decreases in strength when the first fin is pointed away from the underwater object. The second sensor may provide a second signal that increases in strength when the second fin is pointed toward the underwater object and decreases in strength when the second fin is pointed away from the underwater object. The underwater objects directional resolution relative to the vehicle may be determined based on the first signal and the second signal. 
     These and other objects, features, and characteristics of the system and/or method disclosed herein, as well as the methods of operation and functions of the related elements of structure and the combination of parts and economies of manufacture, will become more apparent upon consideration of the following description and the appended claims with reference to the accompanying drawings, all of which form a part of this specification, wherein like reference numerals designate corresponding parts in the various figures. It is to be expressly understood, however, that the drawings are for the purpose of illustration and description only and are not intended as a definition of the limits of the invention. As used in the specification and in the claims, the singular form of “a”, “an”, and “the” include plural referents unless the context clearly dictates otherwise. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1A  illustrates a side view of an underwater vehicle in a first configuration, in accordance with one or more implementations. 
         FIG. 1B  illustrates a top view of an underwater vehicle in a first configuration, in accordance with one or more implementations. 
         FIG. 2A  illustrates a side view of an underwater vehicle in a second configuration, in accordance with one or more implementations. 
         FIG. 2B  illustrates a top view of an underwater vehicle in a second configuration, in accordance with one or more implementations. 
         FIG. 3A  illustrates a side view of an underwater vehicle in a third configuration, in accordance with one or more implementations. 
         FIG. 3B  illustrates a top view of an underwater vehicle in a third configuration, in accordance with one or more implementations. 
         FIG. 4  illustrates motion stabilization of the vehicle at a water surface, in accordance with one or more implementations. 
         FIG. 5A  illustrates movement of fins in response to assent of the vehicle, in accordance with one or more implementations. 
         FIG. 5B  illustrates movement of the fins in response to descent of the vehicle, in accordance with one or more implementations. 
         FIG. 6  illustrates a side view of a cap, in accordance with one or more implementations. 
         FIG. 7A  illustrates a side view of an underwater vehicle fitted with a cap in one example configuration for deployment of the vehicle, in accordance with one or more implementations. 
         FIG. 7B  illustrates a top view of an underwater vehicle fitted with a cap in one example configuration for deployment of the vehicle, in accordance with one or more implementations. 
         FIG. 8  illustrates a profile view of an energy generation component located on a leaf-spring in accordance with one or more implementations. 
         FIG. 9  illustrates the vehicle configured to rotate about a longitudinal axis with pitched fins, in accordance with one or more implementations. 
         FIG. 10  illustrates a method for deploying an underwater vertical profiling vehicle from a deployment tube of an aircraft or surface vessel, in accordance with one or more implementations. 
         FIG. 11  illustrates a method for measuring vertical current with an underwater vertical profiling vehicle, in accordance with one or more implementations. 
         FIG. 12  illustrates a method for providing directional resolution in sensing underwater objects using an underwater vertical profiling vehicle, in accordance with one or more implementations. 
     
    
    
     DETAILED DESCRIPTION 
       FIG. 1  illustrates an air-based-deployment-compatible underwater vehicle  100  configured to perform vertical profiling and, during information transmission, perform motion stabilization at a water surface, in accordance with one or more implementations. In some implementations, vehicle  100  may include one or more of a body  102 , fins  104 , buoyancy control components  106 , an antenna  108 , a sensor  116 , a transmitter  120 , a compass  122 , a processor  124 , and/or other components. 
     Body  102  may have a cylindrical shape. Body  102  may be shaped to provide structural rigidity against external pressures (e.g., hoop stress). In some implementations, body  102  may be designed in a cylindrical shape to optimize the structural distribution of pressure forces generated during vertical profiling. Body  102  may be formed of one or more of a ceramic material, a polymeric material, a metallic material, composite materials, and/or other materials. Body  102  may be constructed such that volume of body  102  is related to a mass of body  102  and/or any additional components to control the buoyancy of vehicle  100 . For example, the buoyancy of vehicle  100  may be substantially equal to the buoyancy of water. 
     One or more fins  104  may be disposed on body  102 . Fins  104  may be shaped as a section of a cylinder. Fins  104  may be disposed on vehicle  100  along any section of body  102 . For example, vehicle  100  may be oriented with a top  126  of vehicle  100  and a bottom  128  of vehicle  100  during vertical profiling. In some implementations, fins  104  may be disposed near bottom  128  of vehicle  100 . Fins  104  may be disposed near the top  126 , the bottom  128 , a middle, and/or on other locations of vehicle  100  and/or body  102 . 
     The fins  104  may be hingedly attached to body  102 . The hinged attachment to body  102  may enable fins  104  to rotate about a longitudinal axis and/or polar axis of body  102 . In some implementations, fins  104  may be movable between a first configuration and a second configuration. For example, fins  104  in the first configuration may be positioned substantially flat against body  102  (see, e.g.,  FIGS. 1A and 1B ). Fins  104  in the second configuration may extend radially outward from body  102  (see, e.g.,  FIGS. 2A and 2B ). Fins  104  may be configured in a third configuration (see, e.g.,  FIGS. 3A and 3B ). Fins  104  in the second configuration may slow descent and/or provide motion stabilization to body  102  at a water surface. Motion stabilization may prevent submersion of vehicle  100  at the water surface. For example, a large wave at the water surface may submerge a vehicle without motion stabilization. Submersion of a vehicle may interrupt information transmission. Vehicle  100  may provide motion stabilization at the water surface with fins in the second configuration thereby preventing submersion during information transmission. 
       FIG. 4  illustrates an exemplary comparison between a scenario  402  involving a vehicle  404  lacking fins (e.g., the same as or similar to fins  104 ) and a scenario  406  involving a vehicle  408  that may be the same as or similar to vehicle  100 . Scenarios  402  and  406  show a wave  410  propagating from left to right. In frame  402 A, vehicle  404  may be located in a trough in front of wave  410 . As wave  410  propagates to the right, vehicle  404  may be elevated to the crest of wave  410 , as shown in frame  402 B. Due to gravity and a near-neutral buoyancy of vehicle  404 , vehicle  404  may fall off the back of wave  410  and plunge below the surface of the water as wave  410  passes by, as shown in frame  402 C. When vehicle  404  is submerged, an information transmission may be interrupted. 
     Looking now at scenario  406 , in frame  406 A, vehicle  408  may be located in a trough in front of wave  410 . As wave  410  propagates to the right, vehicle  404  may be elevated to the crest of wave  410 , as shown in frame  402 B. As vehicle  404  falls off the back of wave  410  due to gravity as wave  410  passes by, as shown in frame  402 C, fins (e.g., the same as or similar to fins  104 ) on vehicle  408  may prevent vehicle  408  from becoming submerged. Thus, there may be no interruption in an information transmission being performed by vehicle  408  at the surface of the water as wave  410  passes by. 
     Returning to  FIG. 1 , movement of the fins  104  may be limited to movement between the first configuration and the second configuration. The fins  104  may be in the first configuration during deployment of the vehicle  100 , during vertical profiling (e.g., descent), and/or at other times. For example, vehicle  100  may fit through a deployment tube of an aircraft or surface vessel when fins  104  are in the first configuration. The second configuration may be used subsequent to deployment, at the water surface (e.g., to provide stabilization to the vehicle  100 ), during vertical profiling, and/or at other times. 
     The one or more fins  104  may be configured to be further movable between the second configuration and a third configuration. For example, the fins in the third configuration may be positioned at an oblique angle relative to the first configuration (see, e.g.,  FIGS. 3A and 3B ). The third configuration may be used subsequent to deployment, at the water surface, during vertical profiling (e.g., to moderate the rate of ascent and/or descent of vehicle  100 ), and/or at other times. 
     One or more fins may be configured to move to one or more configurations absent external forces. For example, fins  104  may be configured to move to the second configuration absent any external forces acting on fins  104 . In some implementations, fins  104  may move from the third configuration to the second configuration absent any external forces on fins  104 . Fins  104  may move from the first configuration to the second configuration absent any external forces on fins  104 . Fins  104  may be configured to move to the second configuration because one or more springs  114  may be configured to move fins  104  to the second configuration. 
     Fins  104  may include one or more springs  114  that correspond to individual fins  104 . For example, a given spring may include a coil spring, a leaf spring, and/or other type of spring. A spring  114  may be configured to apply a force to a corresponding fin. In some implementations, fin  104  may move from the first configuration to the second configuration absent any external forces on fin  104 . In some implementations, spring  114  may have a spring constant configured such that fin  104  moves from the second configuration to the first configuration during assent of vehicle  100  and moves from the first configuration to the second configuration during descent of vehicle  100 . For example,  FIG. 5A  illustrates movement of fins in response to assent of the vehicle. Fins  104  are shown moving away from the second configuration toward the first configuration.  FIG. 5B  illustrates movement of the fins in response to descent of the vehicle. Fins  104  are shown moving away from the second configuration toward the third configuration. In some implementations, vertical current may move fins  104 . 
     Returning to  FIGS. 1-3 , springs  114  may have a first spring constant that is associated with the fins  104  moving from the first configuration to the second configuration. Springs  114  may have a second spring constant that is associated with the fins moving from the third configuration to the second configuration. In some implementations, the first spring constant may be different from the second spring constant. 
     Buoyancy control components  106  may be disposed within body  102 . Buoyancy control components  106  may be configured to adjust a buoyancy of vehicle  100  to facilitate vertical profiling. For example, buoyancy control components  106  may control a volume of vehicle  100 . Changes in the volume of vehicle  100  may affect buoyancy of vehicle  100  (e.g., while mass remains constant). In some implementations, buoyancy control components  106  may facilitate movement of an incompressible fluid (e.g., oil and/or other incompressible fluids) from within body  102  to external parts of body  102  to change the volume and thus the buoyancy of vehicle  100 . 
     One or more sensors  116  may be disposed on one or more of fins  104 . Sensors  116  may be configured to convey signals related to information about to the pressure, depth, salinity, buoyancy, sonar, and/or other information. In some implementations, sensors  116  may be located on fins  104 , on or within body  102 , and/or at other locations. 
     Antenna  108  may be disposed on top  126  of vehicle  100  and/or at other locations. Antenna  108  may transmit information related to vertical profiling via radio waves, microwaves, and/or other methods of transmission. Information related to vertical profiling may be transmitted to one or more satellites and/or other signal receivers. The transmitted information may include salinity profiles, pressure profiles (e.g., related to salinity), depth profiles, and/or other information. In some implementations, antenna  108  may transmit signals at the water surface. For example, antenna  108  may remain above the water surface during signal transmission. Antenna  108  may rely on fins  104  in the second configuration to slow descent and provide motion stabilization to body  102  at the water surface (e.g., during wave propagation). Returning to  FIG. 4 , motion stabilization  404  may result in vehicle  100  remaining at the water surface during wave propagation  406  and thus enable uninterrupted signal transmission. 
       FIG. 6  illustrates a side view of a cap  110 , in accordance with one or more implementations. Cap  110  may facilitate deployment, protect vehicle  100  during impact with the water-surface, release fins  104  responsive to contact with water, and/or provide other functions to vehicle  100 . In some implementations, a cap  110 , an absorbent member  112 , and/or other components may be used to provide additional functionality to vehicle  100 .  FIG. 6  illustrates absorbent member  112 , in accordance with one or more implementations. Absorbent member  112  may be compressible. The absorbent member  112  of cap  110  may be placed over the end of vehicle  100 . Absorbent member  112  may protect components of vehicle  100  during deployment and/or impact with the water-surface. For example, absorbent material  112  may protect fins  104 , buoyancy control component  106 , sensors  116 , processor  124 , and/or other components of vehicle  100  during impact with the water surface. Cap  110  and/or absorbent member  112  may protect one or more components of vehicle  100  at other times. For example, cap  110  and/or absorbent member  112  may protect one or more components while vehicle  100  remains at the water surface. Responsive to contact with water, cap  110  and/or absorbent material  112  may absorb water to modify one or more dimensions (e.g., a shape of absorbent material  112 ) and be forced away from vehicle  100 . 
     Cap  110  may be used to secure fins  104  in the first configuration. Cap  110  may include a cylinder with one end of cap  110  being substantially closed. Cap  110  may be disposed over one or more fins  104  in the first configuration to secure the fins  104  (e.g., during deployment). Cap  110  may be secured to vehicle  100  using water-soluble tape. Water-soluble tape may be configured to lose an adhesive property responsive to contact with water. For example, this configuration may enable the deployment of vehicle  100  with the fins secured in the first configuration during deployment and contact with the water surface. Subsequent to contact with the water surface, the water soluble tape may lose adhesive properties and enable the release of cap  110  from the end of vehicle  100 . The release of cap  110  may enable fins  104  to move from a first configuration to a second configuration. 
     Cap  110  may be configured to protect one or more components of vehicle  100  when vehicle  100  impacts the water surface. For example, cap  110  may be configured to protect body  102 , fins  104 , buoyancy control components  106 , one or more sensors  116  (e.g., disposed on body  102 , fins  104 , and/or otherwise disposed on vehicle  100 ), energy generation components  118 , and/or other components of vehicle  100 .  FIG. 7A  illustrates a side view of vehicle  100  fitted with cap  110 . As illustrated in the figure, cap  110  may protect one or more components of the vehicle, including body  102 , fins  104 , buoyancy control components  106 , sensors  116 , energy generation components  118 , transmitter  120 , processor  124 , and/or other components of vehicle  100 .  FIG. 7B  illustrates a top view of cap  110  fitted to secure fins  104  in the first configuration during deployment. 
     Returning to  FIG. 1 , sensor  116  may be configured to convey output signals related to the salinity, pressure, temperature, depth, acidity, sonar, and/or other information. Sensor  116  may convey output signals that may be processed and/or analyzed to determine one or more features of the water column. For example, a pressure sensor may be related to the depth, pressure, salinity, and/or other features of the water column. Sensors may be disposed on body  102 , fins  104 , within buoyancy control components  106 , and/or in other locations. Signals from sensor  116  may be processed (e.g., with processor  124  described below) and/or transmitted as unprocessed information (e.g., with transmitter  120  described below). 
     Spring  114  may be a leaf spring, a coil spring, and/or other type of spring. In some implementations, fins  104  may have an elastic material property. For example, fins  104  may be constructed from an elastic material (e.g., with sufficient non-plastic yield) to allow fins  104  to deflect to the first and/or third configurations (e.g., from the second configuration) without plastic deformation. In this example, the elastic material properties of fins  104  may be selected to include spring  114 . In some implementations, spring  114  may apply a force on one or more fins  104  to hold fins  104  in a particular configuration absent any external forces. For example, spring  114  may apply a force on one or more fins  104  to hold fins  104  in the second configuration absent any external forces. 
       FIG. 8  illustrates an energy generation component  118 . Energy generation component  118  may be configured to generate energy responsive to movement of fins  104 . For example, energy generation component  118  may be configured to generate energy responsive to movement between the first configuration and the second configuration. Energy generation component  118  may supply energy to one or more components within vehicle  100 . For example, generated energy may supply energy to processor  124 , a transmitter  120 , and/or other electronic components of vehicle  100 . For example, energy generation component  118  may store energy through electrical induction through a coil of spring  114  (e.g., as shown in  FIG. 1  and described herein). In some implementations, energy generation component  118  may store generated kinetic and/or potential energy. Energy generation component  118  may store generated energy as electrical energy. Energy generation component  118  may transform mechanical kinetic and/or potential energy into electrical energy to power one or more electrical components of vehicle  100 . 
     Returning to  FIG. 1 , transmitter  120  may be equipped with an antenna  108  disposed on vehicle  100 . In some implementations, transmitter  120  is disposed on the top of vehicle  100  to enhance the signal transmitted. Transmitter  120  may utilize antenna  108  to transmit information related to vertical profiling to one or more satellites and/or other signal receivers. The transmitted information may include salinity profiles, pressure profiles (e.g., related to salinity), the depth of the vertical profiling, and/or other information. In some implementations, transmitter  120  may transmit signals at the water surface. For example, transmitter  120  may rely on motion stabilization of fins  104  to slow descent of vehicle  100  and keep antenna  108  above the water surface to transmit a signal. In some implementations, transmitter may obtain signals from one or more sensors  116  to determine whether vehicle  100  is at the water-surface and/or ready to begin transmission. 
     Fins  104  may be pitched in the second configuration.  FIG. 9  illustrates vehicle  100  configured to rotate about a longitudinal axis  902  with pitched fins  104 . As illustrated in  FIG. 9 , fins  104  may be disposed on body  102  at an angle to a polar axis  904  of body  102 . The pitched position of fins  104  may enable vehicle  100  to revolve about a longitudinal axis  902  of vehicle  100  during vertical profiling. In some implementations, the pitched position of fins  104  may be dynamically controlled (e.g., by positioning spring  114  based on signals from a processor  124 , described below). Fins  104  may be pitched on body  102  due to the spring constant of one or more springs  114 . For example, the spring constant associated with a particular fin  104  may cause a pitch on the particular fin  104 . In some implementations, spring  114  may be dynamically positioned to control an effective spring constant in one or more directions. For example, changing the location of a leaf spring  114  on body  102  may change the effective spring constant of leaf spring  114  for movements between the first configuration and the second configuration. The hinged attachment of fins  104  to body  102  may be angled to the polar axis  904  such that a pitch is created at the hinged attachment. In some implementations, a modification of the location on fin  104  that one or more springs  114  applies a force may generate a pitch on the fin  104  (e.g., a processor  124 , as described below, may control the location of spring  114  on fin  104 ). 
     In some implementations, vertical current may be measured by vehicle  100 . Vehicle  100  may have pitched fins  104  in the second configuration (e.g., as illustrated in  FIG. 9 ). The buoyancy of vehicle  100  may be controlled such that vehicle  100  descends. As vehicle  100  descends the pitch on fins  104  may cause vehicle  100  to revolve about longitudinal axis  902  of vehicle  100 . An individual revolution may correspond to a traversed depth of vehicle  100 . The number of revolutions about the longitudinal axis experienced by vehicle  100  during the descent of vehicle  100  may be determined and/or sensed. For example, a compass  122  may be included to determine the number of revolutions about longitudinal axis  902  and determine a water displacement of vehicle  100  based on the number of revolutions. The vertical distance of travel during the descent may be determined based on depth information (e.g., from one or more sensors). For example, a pressure change of the traversed depth may be sensed to determine the change in depth. The difference between the determined water displacement and the determined distance of travel may be used to determine the vertical current. 
     Vehicle  100  may include compass  122 , in accordance with one or more implementations. Compass  122  may be used to determine an orientation of vehicle  100  about longitudinal axis  902 . Compass  122  may enhance resolution of the location of a vertical profile taken by vehicle  100 . For example, a direction of an object relative to vehicle  100  may be determined with the compass  122 . In some implementations, the object may be stationary (e.g., a landmark or beacon) to designate the location of vehicle  100  during vertical profiling. The object may be non-stationary. For example, the object may be a boat, other profiling vehicle(s), marine life, litter, and/or other objects. 
     In some implementations, the buoyancy of vehicle  100  may be controlled (e.g., by buoyancy control components  106 ) so that vehicle  100  descends. As vehicle  100  descends, the pitch on one or more fins  104  may cause vehicle  100  to revolve about longitudinal axis  902  of vehicle  100 . The location, direction, and/or distance of the object may be sensed using a first sensor  116  disposed on a first fin  104  and a second sensor  116  disposed on a second fin  104 . The first sensor  116  may provide a first signal that increases in strength when the first fin  104  is pointed toward the object and decreases in strength when the first fin  104  is pointed away from the object. The second sensor  116  may provide a second signal that increases in strength when the second fin  104  is pointed toward the object and decreases in strength when the second fin  104  is pointed away from the object. The direction, location, and/or distance of the object relative to vehicle  100  may be determined based on the obtained first signal and the obtained second signal. 
     Vehicle  100  may include one or more physical processors  124  to control aspects of vertical profiling, motion stabilization, and/or data transmission. The processor(s)  124  may include one or more of a digital processor, an analog processor, a digital circuit designed to process information, an analog circuit designed to process information, a state machine, and/or other mechanisms for electronically processing information. Although processor  124  is shown in  FIGS. 1-3, 7, and 9  as a single entity, this is for illustrative purposes only. In some implementations, processor(s)  124  may include a plurality of processing units. These processing units may be physically located within the same device, or processor(s)  124  may represent processing functionality of a plurality of devices operating in coordination (e.g., apparatus  100  and a personal computing device). The processor(s)  124  may be configured to execute computer program instructions. The processor(s)  124  may be configured to execute computer program by software; hardware; firmware; some combination of software, hardware, and/or firmware; and/or other mechanisms for configuring processing capabilities on processor(s)  124 . This may include one or more physical processors during execution of processor readable instructions, the processor readable instructions, circuitry, hardware, storage media, and/or any other media. 
       FIGS. 10-12  illustrate methods (e.g.,  1000 ,  1100 , and  1200 , respectively) for operating an underwater vehicle (e.g., vehicle  100 ) configured to perform vertical profiling, in accordance with one or more implementations. The operations of methods  1000 ,  1100 , and  1200  presented below are intended to be illustrative. In some implementations, methods  1000 ,  1100 , and  1200  may be accomplished with one or more additional operations not described, and/or without one or more of the operations discussed. Additionally, the order in which the operations of methods  1000 ,  1100 , and  1200  are illustrated, in  FIGS. 10, 11, and 12  respectively, and described below is not intended to be limiting. 
     In some implementations, methods  1000 ,  1100 , and/or  1200  may be implemented wholly or partially in one or more processing devices (e.g., a digital processor, an analog processor, a digital circuit designed to process information, an analog circuit designed to process information, a state machine, and/or other mechanisms for electronically processing information). The one or more processing devices may include one or more devices executing some or all of the operations of methods  1000 ,  1100 , and/or  1200  in response to instructions stored electronically on an electronic storage medium. The one or more processing devices may include one or more devices configured through hardware, firmware, and/or software to be specifically designed for execution of one or more of the operations of methods  1000 ,  1100 , and/or  1200 . 
       FIG. 10  illustrates a method for deploying an underwater vertical profiling vehicle from a deployment tube of an aircraft or surface vessel, in accordance with one or more implementations. 
     At an operation  1002 , fins may be positioned into the first configuration. Operation  1002  may be performed by a user deploying the vehicle, according to some implementations. 
     At an operation  1004 , the fins may be secured in the first configuration such that the fins remain in the first configuration during deployment. Operation  1004  may be performed using a cap (e.g., the same as or similar to cap  110 ) according to some implementations. 
     At an operation  1006 , the vehicle may be deployed by sending the vehicle through a deployment tube. An underwater vertical profiling vehicle (e.g., vehicle  100 ) may be deployed from a deployment tube of an aircraft or surface vessel to a body of water (e.g., ocean, lake, river, and/or other body of water). 
     At an operation  1008 , the fins may be released responsive to contact with water to facilitate movement of the fins between the first configuration and the second configuration during vertical profiling. Operation  1008  may be facilitated by a cap and/or an absorbent member the same as or similar to cap  110  and/or absorbent member  112 , in accordance with some implementations. 
       FIG. 11  illustrates a method for measuring vertical current with an underwater vertical profiling vehicle, in accordance with one or more implementations. 
     At an operation  1102 , the buoyance of the vehicle may be controlled such that the vehicle descends and revolves about the longitudinal axis of the vehicle due to the pitch of the fins. Operation  1102  may be performed by buoyancy control components and fins the same as or similar to buoyancy control components  106  and fins  104  as shown and described herein. 
     At an operation  1104 , the number of revolutions experienced by the vehicle may be determined during the descent of the vehicle. Operation  1104  may be performed by a processor the same as or similar to processor  124 , according to some implementations. 
     At an operation  1106 , the water displacement of the vehicle may be determined based on the number of revolutions of the vehicle. Operation  1106  may be performed by sensor(s) the same as or similar to sensor(s)  116 . 
     At an operation  1108 , the distance of travel during the descent based on depth information may be determined. Operation  1108  may be performed by sensor(s) the same as or similar to sensor(s)  116 . 
     At an operation  1110 , the vertical current may be determined based on a difference between the water displacement and the distance of travel. Operation  1110  may be performed by a processor the same as or similar to processor  124 . 
       FIG. 12  illustrates a method for providing directional resolution in sensing underwater objects using an underwater vertical profiling vehicle, in accordance with one or more implementations. 
     At an operation  1202 , the buoyancy of the vehicle may be controlled so that the vehicle descends, the vehicle revolving about the longitudinal axis due to the pitch of the fins. Operation  1202  may be performed by buoyancy control components and fins the same as or similar to buoyancy control components  106  and fins  104  as shown and described herein. 
     At an operation  1204 , an underwater object may be sensed using a first sensor disposed on a first fin and a second sensor disposed on a second fin. The first sensor may provide a first signal that increases in strength when the first fin is pointed toward the underwater object and decreases in strength when the first fin is pointed away from the underwater object. The second sensor may provide a second signal that increases in strength when the second fin is pointed toward the underwater object and decreases in strength when the second fin is pointed away from the underwater object. Operation  1204  may be performed by a sensor the same as or similar to sensor  116  as shown and described herein. 
     At an operation  1206 , the direction of the underwater object relative to the vehicle may be determined based on the first signal and the second signal. Operation  1206  may be performed by a processor, the same as or similar to processor  124 . 
     Although the system(s) and/or method(s) of this disclosure have been described in detail for the purpose of illustration based on what is currently considered to be the most practical and preferred implementations, it is to be understood that such detail is solely for that purpose and that the disclosure is not limited to the disclosed implementations, but, on the contrary, is intended to cover modifications and equivalent arrangements that are within the spirit and scope of the appended claims. For example, it is to be understood that the present disclosure contemplates that, to the extent possible, one or more features of any implementation can be combined with one or more features of any other implementation.