Experimental research on remote navigation and control technology for inland waterway ships
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摘要: 为探究内河船舶远程驾控技术的可行性和可靠性，设计了一套船岸协同远程驾控系统；使用4G/5G双通道网络架构构建了高效稳定的船岸间通信；采用远程驾控人机切换控制策略，从物理层面实现人工驾驶与远程驾驶的模式切换；通过将现有内河传统船舶改造成远程驾驶船舶，在内河水域针对对遇、交叉、追越等典型会遇局面开展了远程避碰试验，并基于最近会遇距离和最近会遇时间的风险模型分析风险态势变化，深入挖掘船舶远程驾控存在的问题。试验结果表明：该远程驾控技术在内河库区狭窄航段的应用可行，但存在远程驾控员与驾控船舶物理分离，存在临场感、情景意识缺失等现象，难以精确感知交通态势并影响操纵决策，试验过程中感知与控制链路均受到网络的影响，通信平均延迟在1 s以内，最大延迟达到3 s，对内河船舶避碰决策的影响较大，增加了远程驾驶的风险; 远程驾驶涉及复杂人机交互与协作，需要采用先进的技术，包括数字孪生、高精度船舶运动建模、船舶姿态实时监测反馈及通信补偿等，实船试验为系统设计提供了理论和技术支持，未来需融入更高级的机器认知和决策功能，以减少人机冲突并提高智能化水平。Abstract: To investigate the feasibility and reliability of remote navigation and control technology for inland waterway ships, a ship-shore collaboration remote navigation and control system was designed. By designing the 4G/5G dual-channel network architecture, efficient and stable ship-shore communication was established. A human-machine switching control strategy was adopted to physically implement mode transitions between manual navigation and remote navigation. Through retrofitting conventional inland waterway ships into remotely navigated ships, remote collision avoidance experiments were conducted in inland waters for typical encounter scenarios including heading-on, crossing, and overtaking. Risk evolution patterns were analyzed by using risk assessment models based on distance to closest point of approach (DCPA) and time to closest point of approach (TCPA), and existing challenges in remote navigation and control of ships were investigated. Experimental results show that the remote navigation and control technology proves applicable in narrow channel sections of inland waterways. However, the physical separation between remote operators and controlled ships leads to deficiencies in presence perception and situational awareness, hindering accurate assessment of traffic conditions and affecting operational decisions. Both perception and control links are affected by network performance during trials. The average communication delay is within one second, and the maximum delay reaches three seconds, significantly impacting collision avoidance decisions on inland waterway ships and elevating the risks of remote navigation. Remote navigation and control involve complex human-machine interaction and coordination, requiring advanced technologies including digital twins, high-precision ship motion modelling, real-time ship attitude monitoring and feedback, and communication compensation. Full-scale ship tests provide theoretical and technical support for system design. Advanced machine cognition and decision-making should be utilized in future to mitigate human-machine conflicts and improve intelligent operation.
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图 4 人机驾控模式切换旋钮开关
Figure 4. Switching knob of human-machine navigation and control mode
图 9 岸基驾控人机交互界面
Figure 9. Human-machine interaction interface of shore-based navigation and control
图 12 两船轨迹与距离(小角度交叉相遇)
Figure 12. Trajectories and distances for two ships (small angle crossing encounter)
图 13 两船轨迹与距离(对遇)
Figure 13. Trajectories and distances for two ships (heading-on encounter)
图 14 两船轨迹与距离(大角度交叉相遇)
Figure 14. Trajectories and distances for two ships (big angle crossing encounter)
图 16 两船碰撞风险及DCPA、TCPA变化趋势(追越1)
Figure 16. Trends of collision risk, DCPA and TCPA between two ships (overtaking 1)
图 17 两船碰撞风险及DCPA、TCPA变化趋势(小角度交叉相遇)
Figure 17. Trends of collision risk, DCPA and TCPA between two ships (small angle crossing encounter)
图 18 两船碰撞风险及DCPA、TCPA变化趋势(对遇)
Figure 18. Trends of collision risk, DCPA and TCPA between two ships (heading-on encounter)
图 19 两船碰撞风险、DCPA、TCPA变化趋势(大角度交叉相遇)
Figure 19. Trends of collision risk, DCPA and TCPA between two ships (big angle crossing encounter)
图 20 两船碰撞风险、DCPA、TCPA变化趋势(追越2)
Figure 20. Trends of collision risk, DCPA and TCPA between two ships (overtaking 2)
表 1 初始参数
Table 1. Initial parameters
会遇局面 船舶 位置 初始速度/kn 初始航向/(°) 相对方位/(°) 相对距离/m 经度/(°) 纬度/(°) 追越1 本船 109.455 9 31.006 5 3.2 193 184 212.54 目标船 109.453 9 31.005 1 3.0 215 小角度交叉相遇 本船 109.440 4 30.994 5 3.0 13 21 622.45 目标船 109.446 1 30.999 3 3.5 238 对遇 本船 109.445 1 30.999 1 3.6 246 228 540.64 目标船 109.440 0 30.996 7 4.7 64 大角度交叉相遇 本船 109.444 8 30.994 8 4.7 68 59 209.49 目标船 109.444 5 30.999 0 1.6 125 追越2 本船 109.444 8 30.999 3 4.6 94 78 178.39 目标船 109.452 2 30.999 6 5.2 52 
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