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摘要: 为保障“岸基驾控，船端值守”模式下船舶的安全高效航行与稳定作业控制，提出了船舶远程驾驶控制系统的定义和“船-岸-云”协同的跨域融合架构；针对随机通信环境下的时变网络传输时延问题，建立递增冗余重传和时延容忍补偿相结合的视频通信处理机制，使用Luenberger状态观测器改进网络化控制性能，避免由于环境干扰或模型失配引起的控制量偏移；以内河典型64 TEU模型船为研究原型，开发系统的模块化功能和标准接口协议，在690 km外控制站验证了方法的有效性。研究结果表明：与直航和路径跟随相比，回转工况对网络波动表现出更高的敏感程度，在极限转角位置和转速抖动处船载底层硬件设备响应时间由124.53 ms上升至135.76 ms；经优化后的视频通信处理机制能够消除5%丢包和40 ms网络抖动影响，端到端传输时延稳定在150~200 ms，视频卡顿率控制在1.2%以内；路径跟随最大横向偏移误差为1.54 m，平均误差为0.61 m，有效提升了远程驾驶控制系统的稳定性与可靠性，能够满足船舶远程驾驶典型业务场景需求；接管时由于驾驶员需要一定时间熟悉船舶当前的驾驶任务和运动状态，系统立刻退出控制回路的方式会导致偏移的增加并出现短暂的抖动和振荡。
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关键词:
- 水路运输 /
- 岸基驾控 /
- Luenberger状态观测器 /
- 时延容忍补偿 /
- 网络化控制
Abstract: To ensure safe and efficient navigation and stable operation control under the "shore-based control supplemented by onboard monitoring and watch-keeping" mode, the definition of ship remote-driving control system and "ship-shore-cloud" cross-domain collaborative integrated fusion architecture were proposed. Aiming at the network time-varying delay problem under stochastic communication environments, incremental redundant retransmission and delay-tolerance compensation methods were integrated to establish the video communication processing mechanism. The Luenberger state observer was constructed to improve the networked control performance, and the control quantity offset caused by environmental interference or model mismatch could be avoided. A typical 64 TEU inland water model ship was taken as the research prototype to develop the system's modularized functions and standard interface protocols, and the effectiveness of the proposed method was verified at a control station 690 km away. Experimental results indicate that turning is more sensitive to network fluctuations compared with straight and path-following conditions. Specifically, the responding time of shipboard underlying hardware increases from 124.53 ms to 135.76 ms at the ultimate turning angle and rotation jitters. After optimization, the influence of 5% packet loss and 40 ms network jitters is eliminated, the end-to-end transmission delay is stabilized at 150-200 ms, and the video stutter rate is controlled within 1.2% by the video communication processing mechanism. The maximum lateral offset error of the path following is 1.54 m, with an average error of 0.61 m, improving the stability and reliability of remote-driving control system effectively, so that it can meet the requirements of typical remote-driving scenarios. As the driver needs some time to familiar with the ship's current steering task and motion state, immediate exit from the control loop will result in increased offsets, temporary jitter, and oscillations during take-over. -
图 8 船舶远程驾驶控制系统应用软件
Figure 8. Application software of ship remote-driving control system
表 1 船舶远程驾驶典型业务需求
Table 1. Typical requirements of ship remote driving
类型 业务需求 功能特征 基础数据采集与处理 视频监控 通过船载视频采集设备实时回传视频数据，为岸基驾驶员完成航行决策提供持续的航行环境监测 导航定位 融合来自全球导航卫星系统(Global Navigation Satellite System, GNSS)和惯性导航系统(Inertial Navigation System, INS)采集到的船舶位置姿态信息，提升导航定位精度，为岸基驾驶员提供精确的运动状态和位置信息 状态反馈 实时采集与回传船舶的航行状态和硬件设备控制执行反馈信息 任务决策 航路规划 结合船舶位置和环境感知信息设置航行路径，发送航路信息，为船端提供航行建议与决策支持 风险预警 根据船舶航行状态和环境感知信息，辨识可能存在的风险，发出预警信号 应用执行 实时操控 驾驶员在驾驶位置之外的远程控制站或控制位置对船舶航行实时发送桨舵控制指令 自动控制 驾驶员或控制站设置航行任务，由船载智能系统在设定工况或运行范围内完成船舶的操纵任务 驾驶接管 包括接管请求响应和主动干预2种模式，受控船舶遇到船载智能系统无法处理的状况时，向岸基发送接管请求，由岸基操作人员决定是否介入，当网络环境较差或系统失效时由船端值守员主动进行干预 
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表 2 船型参数
Table 2. Parameters of ship
参数 数值 船长/m 3.606 型宽/m 0.697 吃水/m 0.153 排水体积/m3 0.336 方形系数 0.875 螺旋桨直径/m 0.09 舵展舷比 1.47
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表 3 船载底层硬件设备响应性能测试
Table 3. Response performance test of onboard substrate hardware equipment
舵角/(°) 舵机响应
时间/ms螺旋桨转速/(r·s-1) 船舶速度/(m·s-1) 螺旋桨响应
时间/ms-35 147.89 -35 -1.09 113.78 -25 126.61 -25 -0.83 114.77 -15 131.70 -15 -0.46 107.76 -5 120.69 -5 -0.11 104.77 0 128.61 0 0.00 124.53 5 125.67 5 0.23 111.16 15 135.76 15 0.83 112.53 25 133.92 25 1.12 107.76 35 146.47 35 1.69 105.69
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