Driver-in-the-loop test device, method and electronic device

Abstract

The application provides a driver and real-in-loop test device, method and electronic equipment, and relates to the technical field of ship navigation test. The device comprises a driver interaction module for obtaining input instructions of the driver; a virtual simulation module for obtaining simulation data through simulation; a communication interference module for injecting a communication interference signal into the simulation data under the input instructions; an intelligent navigation system interface module for obtaining decision control instructions; the communication interference module is also used for injecting a communication interference signal into the decision control instructions; a real-in-loop module for executing the decision control instructions after the disturbance to obtain execution state feedback information; the virtual simulation module is also used for updating the simulation data under the input instructions according to the execution state feedback information until the test is completed; and an evaluation and report module for generating an in-loop test result of the ship navigation system. The application meets the comprehensive test demand of the full function, full scene and full link of the ship navigation system through full-link test.

Description

Technical Field

[0001] This invention relates to the field of ship navigation testing technology, and more specifically, to a pilot-in-the-loop testing device, method, and electronic equipment. Background Technology

[0002] With the rapid development of ship navigation systems, these systems integrate core functions such as environmental perception, situational awareness, decision-making and planning, and motion control. Their reliability, stability, and safety are directly related to navigation safety. Currently, hardware-in-the-loop simulation testing is widely used in the field of ship intelligent navigation system testing. It is mainly used for the verification of control systems such as dynamic positioning, propulsion systems, and power distribution systems, effectively reducing the risks and testing costs of actual ship sea trials.

[0003] In related technologies, hardware-in-the-loop (HIL) simulation can only test and verify single functions or control links of control systems, thus failing to test and verify other important functions such as human-machine collaboration. Furthermore, since HIL simulation testing is typically conducted in a laboratory, it cannot reproduce real-world maritime link disturbances such as communication latency, jitter, packet loss, noise, or data spoofing. In summary, the HIL testing of related technologies cannot meet the comprehensive testing requirements of full-function, full-scenario, and full-link systems for ship navigation systems. Summary of the Invention

[0004] The problem addressed by this invention is how to meet the comprehensive testing requirements of ship navigation systems.

[0005] To address the aforementioned problems, this invention provides a driver-in-the-loop testing device, method, and electronic device.

[0006] In a first aspect, the present invention provides a driver-in-the-loop testing device, comprising: The driver interaction module is used to obtain the driver's input commands to the ship's navigation system during the current test cycle; The virtual simulation module is used to perform simulation based on the input command and determine the simulation data under the input command in the current test cycle; A communication interference module is used to inject communication interference signals into the simulation data under the input command to obtain the disturbed simulation data. The intelligent navigation system interface module is used to make decisions and plans based on the disturbanced simulation data and the input commands, and to obtain the decision control commands of the ship navigation system in response to the input commands in the current test cycle. The communication interference module is also used to inject a communication interference signal into the decision control command of the input command to obtain the disturbed decision control command. The physical-in-the-loop module is used to execute the decision control command after the disturbance and obtain the execution status feedback information of the ship navigation system. The virtual simulation module is also used to update the simulation data under the input command based on the execution status feedback information, so as to obtain the updated simulation data for the current test cycle. The evaluation and reporting module is used to acquire the updated simulation data, execution status feedback information, and decision control instructions of the input commands for each test cycle of the ship navigation system in a complete test cycle, to obtain full-time simulation data, full-time execution status feedback information, and full-time decision control instructions, and to generate the in-loop test results of the ship navigation system based on the full-time simulation data, full-time execution status feedback information, and full-time decision control instructions.

[0007] Optionally, the driver interaction module is specifically used for: Acquire the pilot's operating instructions, intervention instructions, and configuration instructions for the ship's navigation system; The operation instructions, the intervention instructions, and the configuration instructions are used as the input instructions.

[0008] Optionally, the simulation data under the input command includes sensor information and ship navigation information; the virtual simulation module is specifically used for: Based on the configuration instructions, construct the navigation scenario, ship hydrodynamic model, meteorological and marine environmental parameters, and target ship motion model for the current test period; Based on a unified time base, simulation calculations are performed according to the navigation scenario, the ship hydrodynamic model, the meteorological and marine environmental parameters, and the target ship motion model to obtain the ship's position, speed, heading, situation, and multi-source sensor data. The ship's position, speed, heading, and situation are used as the ship's navigation information in the simulation data under the input command, and the multi-source sensor data are used as the sensing information in the simulation data under the input command.

[0009] Optionally, the communication jamming module is specifically used for: Based on the navigation scenario, the ship hydrodynamic model, the meteorological and marine environmental parameters, and the target ship motion model of the current test period, a communication interference strategy for the current test period is determined. The communication interference strategy includes a delay insertion sub-strategy, a jitter superposition sub-strategy, a packet loss simulation sub-strategy, a noise addition sub-strategy, and a data deception sub-strategy. The simulation data under the input command and the decision control command of the input command are respectively parsed to obtain the parsed sensing information and the parsed decision control command; According to the delay insertion sub-strategy, the jitter superposition sub-strategy, the packet loss simulation sub-strategy, the noise addition sub-strategy, and the spoofing data sub-strategy, communication interference signals are injected into the parsed sensor information and the parsed decision control instructions respectively to obtain the perturbed simulation data and the perturbed decision control instructions.

[0010] Optionally, the intelligent navigation system interface module communicates with the ship navigation system via a standardized protocol; The intelligent navigation system interface module is specifically used for: The sensor information and ship navigation information in the disturbed simulation data are spatiotemporally aligned and format converted to obtain a simulation data stream that conforms to the standardization protocol; The simulation data stream, combined with the intervention command, is sent to the ship navigation system to obtain the decision control command generated by the ship navigation system based on the input command in the current test cycle.

[0011] Optionally, the physical-in-the-loop module is specifically used for: The decision control command after the disturbance is subjected to timing verification and command parsing to obtain the parsed control command; According to the parsed control command, the physical actuator is driven to perform actions, and the physical actuator includes an autopilot and a thruster; After the autopilot and the thruster are activated, the autopilot's steering angle feedback and the thruster's rotational speed feedback, operating status, and fault status information are acquired. The rudder angle feedback, the speed feedback, the operating status, and the fault status information are used as the execution status feedback information.

[0012] Optionally, the virtual simulation module is specifically used for: Based on the execution status feedback information, the ship hydrodynamic model, ship position, speed, heading, and situation of the current test cycle are corrected in real time to obtain the updated simulation data.

[0013] Optionally, the assessment and reporting module is specifically used for: After the complete test cycle ends, the updated simulation data, execution status feedback information, and decision control instructions of the input instructions for each test cycle in the complete test cycle are obtained; Based on the updated simulation data, execution status feedback information, and decision control instructions of the input instructions within all the test cycles, the full-time simulation data, the full-time execution status feedback information, and the full-time decision control instructions of the ship navigation system are obtained. Based on the full-time simulation data, the full-time execution status feedback information, and the full-time decision control commands of the ship navigation system, the system performance evaluation, robustness evaluation, human-machine collaboration quantitative evaluation, and compliance evaluation are performed on the ship navigation system respectively, and the system performance evaluation results, robustness evaluation results, human-machine collaboration quantitative evaluation results, and compliance evaluation results are obtained. Based on the system performance evaluation results, the robustness evaluation results, the human-machine collaboration quantitative evaluation results, and the compliance evaluation results, the in-loop test results of the ship navigation system are generated.

[0014] Secondly, the present invention provides a driver-in-the-loop testing method, comprising: Obtain the pilot's input commands to the ship's navigation system during the current test cycle; The simulation is performed according to the input command to determine the simulation data under the input command in the current test cycle; A communication interference signal is injected into the simulation data under the input command to obtain the disturbed simulation data. Based on the disturbance-induced simulation data and the input commands, decisions and plans are made to obtain the decision control commands of the ship navigation system in response to the input commands during the current test cycle. A communication interference signal is injected into the decision control command of the input command to obtain the perturbed decision control command; Execute the decision control command after the disturbance to obtain the execution status feedback information of the ship navigation system; Based on the execution status feedback information, the simulation data under the input command is updated to obtain the updated simulation data for the current test cycle; The updated simulation data, execution status feedback information, and decision control instructions of the input commands for each test cycle of the ship navigation system in a complete test cycle are obtained to obtain full-time simulation data, full-time execution status feedback information, and full-time decision control instructions. Based on the full-time simulation data, full-time execution status feedback information, and full-time decision control instructions, the in-loop test results of the ship navigation system are generated.

[0015] Thirdly, the present invention provides an electronic device, comprising: a processor and a memory, wherein the memory is used to store a computer program; When the computer program is loaded by the processor, it causes the processor to execute the driver and physical-in-the-loop testing method as described above.

[0016] The driver-in-the-loop testing device, method, and electronic equipment of this invention acquire real-time input commands from the driver through a driver interaction module, realistically introducing human operation and intervention behaviors to recreate the human-machine collaboration scenario on a real ship, thus improving the realism of the test. Through a virtual simulation module, simulation data is constructed based on input commands and iteratively updated based on execution status feedback, which can reproduce various navigation environments and ship motion states, covering multi-scenario testing needs. Through a communication interference module, communication interference signals are injected bidirectionally into the simulation data and decision control commands, enabling controlled reproduction of real-world maritime communication conditions such as latency, jitter, packet loss, noise, and spoofing in the laboratory, effectively verifying the system's stability under abnormal link conditions. The intelligent navigation system interface module completes decision-making based on the disturbance data. The system's planning and execution capabilities can realistically test the decision-making and response performance of intelligent navigation systems under complex conditions. By executing decision-making and control commands after disturbances and outputting execution status feedback through the physical-in-the-loop module, physical hardware can be integrated into the test closed loop, replacing the pure simulation mode and significantly improving the authenticity and credibility of the test. Through the virtual simulation module, multi-cycle iterations are completed based on execution status feedback to form full-time data, achieving full-process traceability and reproducible testing. Through the evaluation and reporting module, the final test results are generated based on the full-time data, thereby conducting comprehensive quantitative evaluation. This fully covers the testing of all aspects, including perception, decision-making, control, communication, human-machine collaboration, and physical execution, comprehensively meeting the comprehensive testing needs of ship navigation systems across all functions, scenarios, and links. Attached Figure Description

[0017] Figure 1 This is one of the structural schematic diagrams of the driver and the physical object-in-the-loop testing device according to an embodiment of the present invention; Figure 2 This is a second schematic diagram of the driver and physical-in-the-loop testing device according to another embodiment of the present invention; Figure 3 This is a schematic diagram of the interface connection of the intelligent navigation system interface module according to another embodiment of the present invention; Figure 4 This is one of the flowcharts illustrating a driver and physical-in-the-loop testing method according to another embodiment of the present invention; Figure 5 This is a second schematic flowchart of a driver and physical-in-the-loop testing method according to another embodiment of the present invention. Detailed Implementation

[0018] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Although some embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided to provide a more thorough and complete understanding of the present invention. It should be understood that the accompanying drawings and embodiments of the present invention are for illustrative purposes only and are not intended to limit the scope of protection of the present invention.

[0019] It should be understood that the various steps described in the method embodiments of the present invention may be performed in different orders and / or in parallel. Furthermore, the method embodiments may include additional steps and / or omit the steps shown. The scope of the present invention is not limited in this respect.

[0020] The term "comprising" and its variations as used herein are open-ended, meaning "including but not limited to"; the term "based on" means "at least partially based on"; the term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments"; and the term "optionally" means "optional embodiments". Definitions of other terms will be given in the following description. It should be noted that the concepts of "first," "second," etc., mentioned in this invention are used only to distinguish different devices, modules, or units, and are not intended to limit the order of functions performed by these devices, modules, or units or their interdependencies.

[0021] It should be noted that the terms "a" and "a plurality of" used in this invention are illustrative rather than restrictive. Those skilled in the art should understand that, unless otherwise expressly indicated in the context, they should be understood as "one or more".

[0022] Combination Figure 1 As shown, an embodiment of the present invention provides a driver and physical-in-the-loop testing device, comprising: The driver interaction module is used to obtain the driver's input commands to the ship's navigation system during the current test cycle.

[0023] Specifically, the pilot interaction module is used to acquire the pilot's input commands to the ship's navigation system during the current test cycle. This module focuses on the human operation aspects of the test process, with the pilot as the primary participant. It collects and inputs relevant driving control commands, providing a source of human input for subsequent simulation construction, system decision-making, and physical execution. It is a fundamental step in incorporating human factors into the testing process. Therefore, the pilot interaction module can also receive and display real-time navigation status data from the system and other modules, thus establishing the foundation for human-machine interaction.

[0024] The virtual simulation module is used to perform simulation based on the input command and determine the simulation data under the input command in the current test cycle.

[0025] Specifically, the main function of the virtual simulation module is to load or construct specific navigation scenarios, ship hydrodynamic models, meteorological and oceanographic environmental parameters, and target ship behavior models according to the configuration, and perform real-time simulation calculations with a unified time base to generate real-time simulation data streams including the position, attitude, speed of the ship and other ships, as well as raw data from simulated sensors (such as radar, AIS, and visual sensors). At the same time, it is responsible for recording time-series data within the entire test cycle for retrospective analysis and evaluation.

[0026] The communication interference module is used to inject communication interference signals into the simulation data under the input command to obtain the disturbed simulation data.

[0027] Specifically, the communication jamming module injects communication jamming signals into the simulation data under the input commands output by the virtual simulation module, forming disturbed simulation data. The types of interference that can be injected include latency, jitter, packet loss, noise, and data spoofing. This process performs signal processing on the simulation data transmission link, enabling the simulation data output to the intelligent navigation system to possess the abnormal characteristics of a real maritime communication environment, thus providing the intelligent navigation system with input data under non-ideal conditions.

[0028] The intelligent navigation system interface module is used to make decisions and plans based on the disturbanced simulation data and the input commands, and to obtain the decision control commands of the ship navigation system in response to the input commands in the current test cycle.

[0029] Specifically, the intelligent navigation system interface module serves as a standardized connection bridge between the testing device and the object under test (i.e., the ship navigation system or its algorithm module to be evaluated). The core function of the intelligent navigation system interface module is to provide a standardized access method, enabling access to a complete ship navigation system (including full functions such as perception, decision-making, and control) through a predetermined message format or state machine protocol. It is worth noting that decision-making and planning are not generated by the intelligent navigation system interface module, but are performed by the ship navigation system under test itself, which accesses the system through this interface module. In a preferred embodiment of the invention, the intelligent navigation system interface module can also flexibly access a separate independent algorithm module within the ship navigation system (such as a perception fusion algorithm or a collision avoidance decision algorithm only) to support modular testing and algorithm comparison.

[0030] The communication interference module is also used to inject a communication interference signal into the decision control command of the input command to obtain the disturbed decision control command.

[0031] Specifically, the communication jamming module further injects communication jamming signals into the decision control commands output by the intelligent navigation system interface module in response to the input commands, forming a disturbed decision control command. The module then performs signal processing on the control command distribution link to simulate the interference affecting the control commands during actual transmission, providing non-ideal control commands for subsequent physical execution.

[0032] The physical-in-the-loop module is used to execute the decision control commands after the disturbance and obtain the execution status feedback information of the ship navigation system.

[0033] Specifically, the physical-in-the-loop module receives and executes decision control commands that have been interfered with by communication, and outputs execution status feedback information through the actual actions of the physical hardware. The physical-in-the-loop module transforms virtual decision commands into real responses from the physical hardware, realizing the connection between virtual commands and physical execution, and providing operational feedback at the physical hardware level for the test closed loop.

[0034] The virtual simulation module is also used to update the simulation data under the input command based on the execution status feedback information, so as to obtain the updated simulation data for the current test cycle.

[0035] Specifically, the virtual simulation module updates the simulation data under the current cycle input command based on the execution status information fed back by the physical in-loop module.

[0036] Subsequently, the above modules continue to run iteratively according to the test cycle, eventually forming full-time simulation data, full-time execution status feedback information, and full-time decision control instructions within the complete test cycle, realizing the time-series recording and closed-loop iteration of the entire test process data.

[0037] The evaluation and reporting module is used to acquire the updated simulation data, execution status feedback information, and decision control instructions of the input commands for each test cycle of the ship navigation system in a complete test cycle, to obtain full-time simulation data, full-time execution status feedback information, and full-time decision control instructions, and to generate the in-loop test results of the ship navigation system based on the full-time simulation data, full-time execution status feedback information, and full-time decision control instructions.

[0038] Specifically, the evaluation and reporting module, based on full-time simulation data, full-time execution status feedback information, and full-time decision control commands throughout the complete test cycle, completes data integration and result generation processing, outputting the in-loop test results of the ship's navigation system, thus summarizing and outputting the data from the entire test process. In a preferred embodiment of the invention, the evaluation and reporting module embeds multiple professional evaluation models, including a navigation risk calculation model, a system performance evaluation model, a human-machine collaboration quantification model, and a COLREGS (International Maritime Collision Prevention Regulations) compliance determination model. Through these models, the evaluation and reporting module achieves comprehensive evaluation.

[0039] In summary, in the preferred embodiment of the present invention, combined with Figure 2 As shown, the driver interaction module collects input information such as decision control commands and decision interventions through the dashboard, display, command input unit, decision intervention button, joystick, and steering wheel; the virtual simulation module constructs navigation scenarios and simulation data based on the navigation scenario library, ship model library, meteorological conditions, and target ship, and outputs ship navigation information; the communication interference module injects communication interference into the ship navigation information before sending it to the intelligent navigation system interface module; the intelligent navigation system interface module combines the decision interventions in the input commands from the driver interaction module, generates decision control commands based on the disturbed ship navigation information, and sends the decision control commands after the communication interference module injects interference again. The physical-in-the-loop module drives the autopilot and propeller to perform actions and output execution status feedback information. This execution status feedback information is sent back to the virtual simulation module to update the simulation data, and also sent to the pilot interaction module to realize human-machine interaction feedback. At the same time, the ship navigation information output by the virtual simulation module, the execution status feedback information from the physical-in-the-loop module, and the decision control commands from the intelligent navigation system interface module are all input to the evaluation and reporting module, which ultimately generates the in-the-loop test results of the ship navigation system, thus forming a complete closed-loop test link that includes virtual simulation, communication interference, intelligent navigation system, physical execution, pilot intervention, and evaluation feedback.

[0040] The driver-in-the-loop testing device of this invention acquires real-time input commands from the driver through a driver interaction module, realistically introducing human operation and intervention behaviors to recreate the human-machine collaboration scenario on a real ship, thus improving the realism of the test. Through a virtual simulation module, simulation data is constructed based on input commands and iteratively updated based on execution status feedback, which can reproduce various navigation environments and ship motion states, covering multi-scenario testing needs. Through a communication interference module, communication interference signals are injected bidirectionally into the simulation data and decision-making control commands, enabling the controllable reproduction of real-world maritime communication conditions such as latency, jitter, packet loss, noise, and spoofing in the laboratory, effectively verifying the system's stability under abnormal link conditions. Through an intelligent navigation system interface module, decision-making and planning are completed based on the disturbance data. This system realistically tests the decision-making capabilities and response performance of intelligent navigation systems under complex conditions. By executing decision-making and control commands after disturbances and outputting execution status feedback information through a physical hardware-in-the-loop module, it integrates physical hardware into the test closed loop, replacing the pure simulation mode and significantly improving the authenticity and credibility of the test. Through a virtual simulation module, it completes multiple iterations based on execution status feedback and generates full-time data, achieving full-process traceability and reproducible testing. Through an evaluation and reporting module, it generates final test results based on full-time data, thereby conducting comprehensive quantitative evaluation. This fully covers all aspects of testing, including perception, decision-making, control, communication, human-machine collaboration, and physical execution, comprehensively meeting the integrated testing needs of ship navigation systems across all functions, scenarios, and links.

[0041] Optionally, the driver interaction module is specifically used for: Acquire the pilot's operating instructions, intervention instructions, and configuration instructions for the ship's navigation system; The operation instructions, the intervention instructions, and the configuration instructions are used as the input instructions.

[0042] Specifically, the input commands from the driver to the ship's navigation system are divided into operating commands, intervention commands, and configuration commands. Operating commands include rudder angle, engine speed, engine telegraph, heading, and speed settings. Intervention commands include decision takeover, emergency stop, manual collision avoidance intervention, and mode switching (automatic / manual). Configuration commands include scenario selection (e.g., a collision avoidance scenario with three target ships, or a pursuit / overtaking scenario with two target ships), weather settings (e.g., setting wind speed level 3, sea state level 3, rain, thunder, etc.), target ship parameters (setting ship type, ship size, ship load status, etc.), test ship parameters (setting ship type, ship size, ship load status, etc.), and test subject start / stop commands. This provides a structured command input foundation for constructing testable human-machine collaboration and human-machine confrontation scenarios. In a preferred embodiment of the present invention, during the test initiation phase, the driver selects the "intersection of three target ships" scenario from the preset navigation scenario library through the instruction input unit of the interactive module, and sets the weather and sea conditions to "level 3 wind, level 3 sea state". The above instructions are recognized by the system as configuration instructions and sent to the virtual simulation module for initializing the test environment. During test operation, when the intelligent navigation system automatically generates a collision avoidance decision based on simulation data, if the driver determines that the decision is risky, they can issue an immediate takeover intervention instruction through the decision intervention button on the driver's interactive module. The intervention instruction will trigger a switch of control authority from automatic mode to manual mode. After the authority switch, the driver inputs the desired rudder angle and engine telegraph position through the steering wheel and propeller control lever on the control module. These actions are converted into operation instructions and used as a new control source. In another preferred embodiment of the present invention, the driver's interactive module includes a bridge, a navigation status display, a ship propulsion control lever, a rudder control steering wheel, an instruction input unit, and a decision intervention button. It is used by the driver to input driving control instructions, manually intervene in the decisions of the ship's intelligent navigation system, and simultaneously receive and display navigation status data, realizing human-machine collaboration and human-machine confrontation testing.

[0043] In this embodiment of the invention, by refining the input instructions into operation instructions, intervention instructions, and configuration instructions, it is possible to comprehensively cover the driver's control, emergency intervention, and scenario configuration behaviors during actual ship navigation, making the testing process closer to real ship driving conditions. At the same time, it provides complete and accurate instruction basis for virtual simulation scenario construction, intelligent navigation system decision response, and human-machine collaboration effect verification, effectively improving the authenticity and comprehensiveness of the test.

[0044] Optionally, the simulation data under the input command includes sensor information and ship navigation information; the virtual simulation module is specifically used for: Based on the configuration instructions, construct the navigation scenario, ship hydrodynamic model, meteorological and marine environmental parameters, and target ship motion model for the current test period; Based on a unified time base, simulation calculations are performed according to the navigation scenario, the ship hydrodynamic model, the meteorological and marine environmental parameters, and the target ship motion model to obtain the ship's position, speed, heading, situation, and multi-source sensor data. The ship's position, speed, heading, and situation are used as the ship's navigation information in the simulation data under the input command, and the multi-source sensor data are used as the sensing information in the simulation data under the input command.

[0045] Specifically, the simulation data is first categorized into two basic data types: sensor information and ship navigation information. Using configuration commands issued by the driver interaction module as the parameter input basis, the virtual simulation module can specifically build navigation scenarios, ship hydrodynamic models, meteorological and marine environmental parameters, and target ship motion models for the current test cycle. Based on a unified time base, it performs synchronous simulation calculations of multiple models and environmental parameters. After calculation, it synchronously outputs ship position, speed, heading, and status parameters, along with data collected from multiple sensors. Then, through data classification, the ship position, speed, heading, and status are categorized into ship navigation information, and the multi-source sensor data is classified as sensor information. The virtual simulation module includes a navigation scenario library, a ship model library, a meteorological condition configuration unit, a target ship configuration unit, and a data playback unit. These are used to load typical / complex navigation scenarios, ship hydrodynamic models, and meteorological and marine environmental parameters, generate real-time simulation data and send it to other modules, and simultaneously record the time-series data of the entire test process, supporting the backtracking and reproduction of the test process.

[0046] In a preferred embodiment of the invention, when the test begins, the driver sets the test scenario to overtaking under poor visibility conditions via configuration instructions, specifies the ship model as a 10,000 TEU container ship (corresponding to a specific ship hydrodynamic library file), and sets the weather conditions to light fog and level 1 swell. Upon receiving this instruction, the virtual simulation module loads the corresponding navigation scenario file, the ship hydrodynamic model, light fog and swell environmental parameters, and the preset target ship motion model. Subsequently, based on the system's unified millisecond-level time base, a solution is performed within each simulation step (e.g., 10 milliseconds). The solution process integrates the ship's state at the previous moment, the hydrodynamic equations, wind, wave, and current interference forces, and the target ship's motion, outputting the ship's precise position (WGS-84 coordinates), speed (ground speed), heading, and the ship's situation with surrounding targets (e.g., overtaking, encounter) at the current moment. Simultaneously, based on the loaded sensor characteristic model, corresponding multi-source sensor data is generated synchronously. For example, simulated radar generates point cloud data containing target reflection points, simulated AIS generates standard AIVDM statements containing static and dynamic information of the target ship, and simulated vision sensors generate images rendered with fog effects. The simulation data for the current period is composed of ship navigation information and sensor information.

[0047] In this embodiment of the invention, a multi-dimensional simulation model and environmental parameters are custom-built based on configuration instructions, and synchronous simulation calculations are carried out using a unified time base to restore the complex marine navigation environment and dynamic motion characteristics of ships, ensuring the consistency of simulation runtime sequence and data synchronization. At the same time, the simulation data is standardized and classified to achieve independent collection and output of navigation status data and sensing data, thereby providing standardized, complete and realistic basic simulation data that closely matches the characteristics of actual ship operation, effectively ensuring the authenticity, adaptability and operational stability of the data in the end-to-end loop test.

[0048] Optionally, the communication jamming module is specifically used for: Based on the navigation scenario, the ship hydrodynamic model, the meteorological and marine environmental parameters, and the target ship motion model of the current test period, a communication interference strategy for the current test period is determined. The communication interference strategy includes a delay insertion sub-strategy, a jitter superposition sub-strategy, a packet loss simulation sub-strategy, a noise addition sub-strategy, and a data deception sub-strategy. The simulation data under the input command and the decision control command of the input command are respectively parsed to obtain the parsed sensing information and the parsed decision control command; According to the delay insertion sub-strategy, the jitter superposition sub-strategy, the packet loss simulation sub-strategy, the noise addition sub-strategy, and the spoofing data sub-strategy, communication interference signals are injected into the parsed sensor information and the parsed decision control instructions respectively to obtain the perturbed simulation data and the perturbed decision control instructions.

[0049] Specifically, the communication interference module communicates bidirectionally with both the physical-in-the-loop module and the virtual simulation module. It has built-in programmable configurations for latency, jitter, packet loss, noise, and spoofing disturbances. It can inject controllable communication interference into the transmission links of control commands from the physical-in-the-loop module and the transmission links of real radar, AIS, GNSS, camera, and lidar sensor data from the virtual simulation module, replicating the real operating conditions of maritime communication links. Specifically, the communication interference module relies on the navigation scenario, ship hydrodynamic model, meteorological and marine environmental parameters, and target ship motion model output by the virtual simulation module. It dynamically matches the interference intensity, type, and triggering timing corresponding to different sea states and navigation environments, adaptively formulating differentiated communication interference strategies adapted to the current test cycle. It combines five sub-strategies—latency insertion, jitter superposition, packet loss simulation, noise addition, and spoofing data—to complete the combined disturbance configuration. The latency insertion sub-strategy is used to insert configurable fixed or random latency into the data stream of the sensor information or decision control commands; the jitter superposition sub-strategy… The delay is used to superimpose a delay variation conforming to a specific statistical distribution (such as normal distribution or uniform distribution) on the basis of the aforementioned delay; the packet loss simulation sub-strategy is used to randomly discard data packets in the sensing information or decision control commands according to a set packet loss rate; the noise addition sub-strategy is used to superimpose Gaussian white noise or impulse noise on the simulated data of the sensing information, or to add small random disturbances to the values ​​of the decision control commands input commands; the data deception sub-strategy is used to tamper with the target ship position, heading, and speed data in the sensing information, or to forge non-existent target ship AIS messages and radar echoes and inject them into the data stream.

[0050] The communication interference module first performs protocol parsing, field splitting, and timing decomposition on the simulation data and decision control commands under the input commands, separating independent sensor information messages and decision control command messages. Then, based on the preset sub-strategy logic, it directionally superimposes corresponding interference components in the sensor data transmission link and the control command transmission link, specifically tampering with data fields, adjusting transmission timing, randomly discarding data packets, or injecting erroneous deception information to complete the synchronous interference injection of the two-layer link. At the same time, with the help of the bidirectional real-time communication architecture between the virtual simulation module and the physical in-loop module, the timing synchronization and data interaction of the interference injection process are ensured. Based on the built-in programmable disturbance configuration, the interference parameters can be flexibly adjusted and switched in real time, thereby simulating with high precision various communication anomalies caused by long-distance transmission, marine electromagnetic interference, equipment aging, channel congestion, and malicious data interference during ship navigation at sea, providing disturbance conditions that closely resemble the real complex communication environment at sea for full-link in-loop testing.

[0051] In this embodiment of the invention, by relying on navigation scenarios, ship models, and marine environmental parameters to adaptively match communication interference strategies, a high degree of adaptation between the interference mode and the actual navigation environment can be achieved, overcoming the limitations of traditional fixed interference modes. At the same time, through the design of data analysis and classification and dual-link differentiated interference injection, the interference characteristics of the perception data transmission link and the control command transmission link can be accurately distinguished, comprehensively covering various natural and man-made communication anomalies during maritime navigation, and fully simulating the non-ideal transmission state during ship data transmission and command issuance. This effectively fills the gap in traditional in-loop testing's inability to simulate complex communication disturbances, further enhancing the scenario coverage and testing comprehensiveness of the pilot and the physical in-loop testing device.

[0052] Optionally, the intelligent navigation system interface module communicates with the ship navigation system via a standardized protocol; The intelligent navigation system interface module is specifically used for: The sensor information and ship navigation information in the disturbed simulation data are spatiotemporally aligned and format converted to obtain a simulation data stream that conforms to the standardization protocol; The simulation data stream, combined with the intervention command, is sent to the ship navigation system to obtain the decision control command generated by the ship navigation system based on the input command in the current test cycle.

[0053] Specifically, firstly, the intelligent navigation system interface module communicates with the ship's navigation system through a standardized protocol. Specifically, the intelligent navigation system interface module has a built-in unified API / protocol conversion unit to standardize message / state machine protocols for accessing the complete ship's intelligent navigation system. In addition, combined with... Figure 3As shown, the intelligent navigation system interface module can also be independently connected to environmental perception algorithms, decision-making algorithms, control algorithms, and other independent algorithm modules, enabling A / B testing and parallel comparison of algorithms, as well as rapid switching of test objects. Based on this, the intelligent navigation system interface module simultaneously receives two sets of data inputs: one is the disturbed simulation data processed by the communication interference module, and the other is the intervention command issued by the pilot interaction module. The intelligent navigation system interface module performs spatiotemporal alignment calibration and data format conversion processing on the sensor information and ship navigation information separated from the disturbed simulation data, eliminating timing deviations, format differences, and protocol incompatibility issues between multi-source data. This generates a standardized simulation data stream fully adapted to the ship navigation system's transmission specifications. The converted standardized simulation data stream and the pilot intervention command are simultaneously encapsulated and forwarded to the ship navigation system in real time. This allows the ship navigation system to simultaneously perform environmental perception, situational assessment, intelligent computation, and decision correction based on the legal, compliant, and time-consistent standardized simulation data stream and real-time intervention commands, utilizing the corresponding algorithms set in its system. Ultimately, it outputs the decision control command corresponding to the current test cycle. Simultaneously, it clarifies that the intelligent navigation system interface module is positioned as a data channel rather than a decision-making entity.

[0054] In this embodiment of the invention, a stable cross-device communication connection is achieved by adopting a standardized protocol, which effectively improves the compatibility and adaptability of the testing device with different models and architectures of ship navigation systems, reduces the testing access threshold, and ensures the temporal consistency and transmission standardization of multi-source input data by performing spatiotemporal alignment and format conversion on the sensor information and ship navigation information after disturbance. This avoids system parsing anomalies and operational failures caused by data misalignment, format disorder, and protocol mismatch, and ensures that the ship navigation system can stably carry out decision-making and planning operations under complex disturbance data input conditions. It also ensures the continuous and reliable progress of the testing process and provides standardized and stable data transmission support for accurately assessing the perception fusion capability and intelligent decision-making level of the ship navigation system under deteriorated data input scenarios.

[0055] Optionally, the physical-in-the-loop module is specifically used for: The decision control command after the disturbance is subjected to timing verification and command parsing to obtain the parsed control command; According to the parsed control command, the physical actuator is driven to perform actions, and the physical actuator includes an autopilot and a thruster; After the autopilot and the thruster are activated, the autopilot's steering angle feedback and the thruster's rotational speed feedback, operating status, and fault status information are acquired. The rudder angle feedback, the speed feedback, the operating status, and the fault status information are used as the execution status feedback information.

[0056] Specifically, the physical-in-the-loop module includes two devices: an autopilot and a propulsion unit, with reserved interfaces for standardized sensors / actuators. In this embodiment, the physical-in-the-loop module connects to a communication interference module via an I / O interface and a bus. This module executes decision-making control commands from the intelligent navigation system or control commands issued by the pilot, which are processed sequentially by the pilot interaction module and the communication interference module, replicating the operating characteristics of the ship's hardware. For the decision-making control commands output by the ship's navigation system, invalid commands with timing anomalies or excessive delays are eliminated through timing verification. The command protocol is then parsed and semantically decomposed, transforming the commands into directly identifiable parsed control commands. Subsequently, the parsed control commands drive the physical actuators, composed of the autopilot and propulsion unit, to complete the corresponding maneuvering actions, achieving a forward control flow. Throughout the entire process of the physical equipment executing actions, real-time rudder angle feedback data from the autopilot, actual speed feedback data from the propulsion unit, and overall equipment operating status and potential fault status information are collected synchronously. Finally, all collected hardware operating data are integrated and encapsulated to form execution status feedback information, which is then processed by the communication interference module via the I / O interface and bus and sent to the virtual simulation module, achieving a reverse control flow. In a preferred embodiment of the invention, during a test cycle, the communication interference module sends a decision control command injected with a 100-millisecond random delay to the physical-in-the-loop module. The command specifies a 10-degree left rudder adjustment and an increase in main engine speed to 80 RPM. Upon receiving the command, the I / O board of the physical-in-the-loop module first performs timing verification to confirm the validity of the timestamp, then parses the command, breaking it down into an autopilot control command (10-degree left rudder adjustment) and a thruster control command (80 RPM speed). After parsing, the module sends the rudder command to the actual autopilot servo driver via the CAN bus, driving the hydraulic servo motor to rotate to the specified rudder angle. Simultaneously, it sends the speed command to the thruster motor controller via the analog output board, adjusting the motor torque to approximate the target speed. After the autopilot and thruster operate, their built-in sensors (such as rudder angle feedback potentiometers and thruster speed encoders) and controller status registers generate data in real time. The physical-in-the-loop module periodically acquires status feedback information through corresponding input channels, including the actual steering angle of the autopilot (e.g., 9.8 degrees), the actual rotational speed of the thruster (e.g., 78.5 RPM), and the operating status (e.g., ready or running) and fault status (e.g., no fault or overheat alarm) of both. Finally, this information is packaged to form execution status feedback information with timestamps.

[0057] In this embodiment of the invention, by adding timing verification and instruction parsing to the decision control instructions after disturbance, abnormal instructions and erroneous data caused by communication interference are effectively filtered out, ensuring the operational safety and action accuracy of the physical actuators. By using real ship hardware equipment such as autopilots and propellers to participate in closed-loop testing, the limitations of pure virtual simulation in failing to reflect the actual response characteristics of hardware are overcome, and the execution deviation and dynamic response characteristics of the ship's maneuvering mechanism are realistically reproduced. Quantitative feedback data of the maneuvering components and equipment operation and fault status information are comprehensively collected, enriching the dimensions of test data and providing a real and reliable hardware feedback basis for real-time correction of simulation models, optimization of ship navigation system control logic, and equipment fault adaptability testing.

[0058] Optionally, the virtual simulation module is specifically used for: Based on the execution status feedback information, the ship hydrodynamic model, ship position, speed, heading, and situation of the current test cycle are corrected in real time to obtain the updated simulation data.

[0059] Specifically, the execution status feedback information is sent to the virtual simulation module. The purpose is to use the actual results of physical execution (such as actual rudder angle and speed) to drive and correct the next step of the high-fidelity ship hydrodynamic model, thereby more accurately reflecting the dynamic effects of the physical object in the simulation. In particular, the virtual simulation module continuously receives the execution status feedback information returned by the physical object-in-the-loop module. Based on the actual hardware execution data such as rudder angle feedback, speed feedback, and equipment operating status, it performs dynamic correction and real-time calibration on the pre-built ship hydrodynamic model, ship real-time position, navigation speed, hull heading, and surrounding navigation status parameters within the current test cycle, thereby generating updated simulation data that closely matches the physical execution results.

[0060] In this embodiment of the invention, by combining feedback information from the physical execution status to make real-time corrections to the ship's hydrodynamic model and key navigation parameters, the deviation problem caused by the idealized calculations of pure virtual simulation is effectively eliminated. This makes the simulation evolution process conform to the real execution characteristics of the physical hardware and the actual motion law of the ship. Through a closed-loop operation mode of frame-by-frame iteration in the test cycle, the simulation scenario and the hardware execution status are dynamically linked and updated, ensuring the continuity and dynamic correlation of the multi-cycle test process. At the same time, the data of various types throughout the entire cycle are integrated and summarized in a time sequence, realizing the complete retention and traceability of the test process data, further ensuring the closed-loop nature and authenticity of the on-loop joint test between the driver and the physical hardware.

[0061] Optionally, the assessment and reporting module is specifically used for: After the complete test cycle ends, the updated simulation data, execution status feedback information, and decision control instructions of the input instructions for each test cycle in the complete test cycle are obtained; Based on the updated simulation data, execution status feedback information, and decision control instructions of the input instructions within all the test cycles, the full-time simulation data, the full-time execution status feedback information, and the full-time decision control instructions of the ship navigation system are obtained. Based on the full-time simulation data, the full-time execution status feedback information, and the full-time decision control commands of the ship navigation system, the system performance evaluation, robustness evaluation, human-machine collaboration quantitative evaluation, and compliance evaluation are performed on the ship navigation system respectively, and the system performance evaluation results, robustness evaluation results, human-machine collaboration quantitative evaluation results, and compliance evaluation results are obtained. Based on the system performance evaluation results, the robustness evaluation results, the human-machine collaboration quantitative evaluation results, and the compliance evaluation results, the in-loop test results of the ship navigation system are generated.

[0062] Specifically, the system runs continuously in fixed test cycles until all preset full test cycles are completed. It fully retains the updated simulation data, execution status feedback information, and decision control instructions for each cycle. Finally, it aggregates, sequentially connects, and unifies the fragmented data across the entire cycle, integrating it into continuous and complete full-time simulation data, full-time execution status feedback information, and full-time decision control instructions. This fully realizes the entire functional process of real-time model correction, iterative cycle operation, and full-time data aggregation, maintaining the overall closed-loop simulation operation logic of the device. Simultaneously, the updated simulation data can be sent to the driver interaction module, where the simulation results are displayed, enabling interaction with the driver. The evaluation and reporting module uses the full-time simulation data, full-time execution status feedback information, and full-time decision control commands generated after the closed-loop operation of the entire testing process as a unified data foundation. Based on a multi-dimensional complete time-series dataset, it builds corresponding evaluation and judgment systems to complete the system performance evaluation, robustness evaluation, human-machine collaboration quantitative evaluation, and compliance evaluation of the ship navigation system. It outputs the corresponding dimension-specific evaluation results one by one, and then integrates and summarizes the various independent evaluation results for comprehensive judgment. It integrates multiple types of indicator data to generate standardized and systematic ship navigation system in-loop test results. It strictly follows the execution steps of full-time basic data input, multi-dimensional sub-item evaluation, and evaluation result fusion output to fully realize the data analysis and test result generation functions and complete the final data output stage of the entire in-loop testing process.

[0063] In a preferred embodiment of the present invention, the evaluation and reporting module incorporates a navigation risk calculation model, a system performance evaluation model, a human-machine collaboration quantification model, and a COLREGS compliance judgment model. It also pre-stores classification society testing specifications and IMO Marine Autonomous Surface Vessel (MASS) operating rules. The module can receive and integrate multi-source time-series data in real time, including ship position, speed, heading angle, AIS messages, radar point clouds, lidar data, visual images, environmental meteorological data, and target ship motion data output by the virtual simulation module; control commands such as rudder angle, propeller speed, engine telegraph, mode switching, and emergency takeover output by the pilot interaction module; and decision commands, alarm information, navigation status analysis, risk level judgment, and intervention suggestions output by the intelligent navigation system. Four evaluation models are used to achieve multi-dimensional quantitative judgment: The human-machine collaboration evaluation model, based on full-time decision control commands and combined with all input commands from the driver throughout the complete test cycle, statistically analyzes driver intervention frequency, takeover response time, manual / automatic command conflict rate, and collaborative operation efficiency to quantify the effectiveness of human-machine cooperation and the rationality of intervention; the system performance evaluation model, based on full-time simulation data, calculates ship positioning accuracy, heading / speed control stability, decision response delay, and command execution error to evaluate system operating efficiency and control quality; the robustness evaluation model, based on the full-time execution state and full-time simulation data, determines system function degradation strategies, failure protection mechanisms, fault recovery capabilities, and anti-interference performance under disturbances such as communication delay, jitter, packet loss, noise, and spoofing; and the compliance evaluation model, based on the full-time execution state and full-time simulation data, compares navigation behavior with COLREGS clauses, classification society regulations, and IMOMASS sea trial rules, automatically identifying risky behaviors such as illegal encounters, collision avoidance failures, and path deviance.

[0064] In this embodiment of the invention, by conducting multi-dimensional sub-item evaluations based on complete test data across the entire time series and the entire link, the limitations of single-index evaluation can be overcome. This comprehensively covers core assessment dimensions such as the operational performance of the ship navigation system, its adaptability to complex operating conditions, the degree of human-machine matching, and compliance with navigation rules. This ensures the comprehensiveness of the evaluation content and the objectivity of the evaluation conclusions. Relying on the generation mode of sub-item evaluation and then integrating the output, the advantages and disadvantages of each dimension can be clearly distinguished, facilitating the accurate location of system shortcomings and operational defects. This results in detailed, complete, and highly referential in-loop test results, fully meeting the comprehensive testing and evaluation needs of the ship navigation system across all functions, scenarios, and links. This provides a scientific and quantitative evaluation basis for the performance optimization, solution iteration, and compliance verification of the ship intelligent navigation system.

[0065] In summary, combining Figure 4 As shown, in a preferred embodiment of the present invention, the following parallel processes can also be achieved using the driver and physical-in-the-loop testing device: The intelligent navigation system was connected to the test equipment. The physical-in-the-loop module and communication interference module were then activated sequentially. Testing of the perception, decision-making / planning, and control functions was conducted along three parallel paths: In the perception function test path, communication interference was first set up, then the perception dataset of the intelligent navigation system was monitored in real time. The data was then transmitted to the evaluation and reporting module to generate an evaluation report. In the decision-making / planning function test path, the virtual simulation module was first activated and the navigation scenario and environment were set up. The pilot then operated the ship, and the navigation system made decisions and plans based on the perception and simulation data, obtaining decision control commands. The pilot followed the recommended path in the decision control commands, and the navigation data was then transmitted to the evaluation and reporting module to generate an evaluation report. In the control function test path, the virtual simulation module was first activated and the navigation scenario and environment were set up. The pilot then issued navigation decision commands, and the navigation system automatically controlled the rudder and propeller. The navigation data was then transmitted to the evaluation and reporting module to generate an evaluation report. All three paths ultimately generated corresponding test reports through the evaluation and reporting module.

[0066] Combination Figure 5 As shown, another embodiment of the present invention provides a driver-in-the-loop testing method, comprising: Obtain the pilot's input commands to the ship's navigation system during the current test cycle; The simulation is performed according to the input command to determine the simulation data under the input command in the current test cycle; A communication interference signal is injected into the simulation data under the input command to obtain the disturbed simulation data. Based on the disturbance-induced simulation data and the input commands, decisions and plans are made to obtain the decision control commands of the ship navigation system in response to the input commands during the current test cycle. A communication interference signal is injected into the decision control command of the input command to obtain the perturbed decision control command; Execute the decision control command after the disturbance to obtain the execution status feedback information of the ship navigation system; Based on the execution status feedback information, the simulation data under the input command is updated to obtain the updated simulation data for the current test cycle; The updated simulation data, execution status feedback information, and decision control instructions of the input commands for each test cycle of the ship navigation system in a complete test cycle are obtained to obtain full-time simulation data, full-time execution status feedback information, and full-time decision control instructions. Based on the full-time simulation data, full-time execution status feedback information, and full-time decision control instructions, the in-loop test results of the ship navigation system are generated.

[0067] The driver and physical in-loop testing method of the present invention has the same advantages over the prior art as the driver and physical in-loop testing device described above, and will not be repeated here.

[0068] Another embodiment of the present invention provides an electronic device comprising: a processor and a memory, wherein the memory is used to store a computer program; When the computer program is loaded by the processor, it causes the processor to execute the driver and physical-in-the-loop testing method as described above.

[0069] The electronic device of the present invention has the same advantages over the prior art as the aforementioned driver and physical-in-the-loop testing device over the prior art, and will not be repeated here.

[0070] While the present invention has been disclosed above, its scope of protection is not limited thereto. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, and all such changes and modifications will fall within the scope of protection of the present invention.

Claims

1. A driver-in-the-loop testing device, characterized in that, include: The driver interaction module is used to obtain the driver's input commands to the ship's navigation system during the current test cycle; Specifically, this includes: acquiring the operator's operating instructions, intervention instructions, and configuration instructions for the ship's navigation system; and using the operating instructions, intervention instructions, and configuration instructions as the input instructions; The virtual simulation module is used to perform simulation based on the input command, and determine the simulation data under the input command for the current test period. The simulation data under the input command includes sensor information and ship navigation information. Specifically, it includes: constructing the navigation scenario, ship hydrodynamic model, meteorological and marine environmental parameters, and target ship motion model for the current test period according to the configuration command; performing simulation calculations based on a unified time base according to the navigation scenario, ship hydrodynamic model, meteorological and marine environmental parameters, and target ship motion model to obtain ship position, speed, heading, situation, and multi-source sensor data; using the ship position, speed, heading, and situation as the ship navigation information in the simulation data under the input command, and using the multi-source sensor data as the sensor information in the simulation data under the input command. A communication interference module is used to inject communication interference signals into the simulation data under the input command to obtain the disturbed simulation data. The intelligent navigation system interface module is used to make decisions and plans based on the disturbanced simulation data and the input commands, and to obtain the decision control commands of the ship navigation system in response to the input commands in the current test cycle. The communication interference module is further configured to inject communication interference signals into the decision control commands of the input commands to obtain the disturbed decision control commands. Specifically, this includes: determining the communication interference strategy for the current test period based on the navigation scenario, the ship hydrodynamic model, the meteorological and marine environmental parameters, and the target ship motion model for the current test period. The communication interference strategy includes a delay insertion sub-strategy, a jitter superposition sub-strategy, a packet loss simulation sub-strategy, a noise addition sub-strategy, and a spoofing data sub-strategy; parsing the simulation data under the input commands and the decision control commands of the input commands to obtain parsed sensor information and parsed decision control commands; and injecting communication interference signals into the parsed sensor information and the parsed decision control commands according to the delay insertion sub-strategy, the jitter superposition sub-strategy, the packet loss simulation sub-strategy, the noise addition sub-strategy, and the spoofing data sub-strategy to obtain the disturbed simulation data and the disturbed decision control commands. The physical-in-the-loop module is used to execute the decision control command after the disturbance and obtain the execution status feedback information of the ship navigation system. The virtual simulation module is also used to update the simulation data under the input command based on the execution status feedback information, so as to obtain the updated simulation data for the current test cycle. The evaluation and reporting module is used to acquire the updated simulation data, execution status feedback information, and decision control instructions of the input commands for each test cycle of the ship navigation system in a complete test cycle, to obtain full-time simulation data, full-time execution status feedback information, and full-time decision control instructions, and to generate the in-loop test results of the ship navigation system based on the full-time simulation data, full-time execution status feedback information, and full-time decision control instructions.

2. The driver and physical-in-the-loop testing device according to claim 1, characterized in that, The intelligent navigation system interface module communicates with the ship navigation system via a standardized protocol. The intelligent navigation system interface module is specifically used for: The sensor information and ship navigation information in the disturbed simulation data are spatiotemporally aligned and format converted to obtain a simulation data stream that conforms to the standardization protocol; The simulation data stream, combined with the intervention command, is sent to the ship navigation system to obtain the decision control command generated by the ship navigation system based on the input command in the current test cycle.

3. The driver and physical-in-the-loop testing device according to claim 1, characterized in that, The physical-in-the-loop module is specifically used for: The decision control command after the disturbance is subjected to timing verification and command parsing to obtain the parsed control command; According to the parsed control command, the physical actuator is driven to perform actions, and the physical actuator includes an autopilot and a thruster; After the autopilot and the thruster are activated, the autopilot's steering angle feedback and the thruster's rotational speed feedback, operating status, and fault status information are acquired. The rudder angle feedback, the speed feedback, the operating status, and the fault status information are used as the execution status feedback information.

4. The driver and physical-in-the-loop testing device according to claim 1, characterized in that, The virtual simulation module is specifically used for: Based on the execution status feedback information, the ship hydrodynamic model, ship position, speed, heading, and situation of the current test cycle are corrected in real time to obtain the updated simulation data.

5. The driver and physical-in-the-loop testing device according to claim 1, characterized in that, The assessment and reporting module is specifically used for: After the complete test cycle ends, the updated simulation data, execution status feedback information, and decision control instructions of the input instructions for each test cycle in the complete test cycle are obtained; Based on the updated simulation data, execution status feedback information, and decision control instructions of the input instructions within all the test cycles, the full-time simulation data, the full-time execution status feedback information, and the full-time decision control instructions of the ship navigation system are obtained. Based on the full-time simulation data, the full-time execution status feedback information, and the full-time decision control commands of the ship navigation system, the system performance evaluation, robustness evaluation, human-machine collaboration quantitative evaluation, and compliance evaluation are performed on the ship navigation system respectively, and the system performance evaluation results, robustness evaluation results, human-machine collaboration quantitative evaluation results, and compliance evaluation results are obtained. Based on the system performance evaluation results, the robustness evaluation results, the human-machine collaboration quantitative evaluation results, and the compliance evaluation results, the in-loop test results of the ship navigation system are generated.

6. A driver-in-the-loop testing method, characterized in that, include: Obtain the pilot's input commands to the ship's navigation system during the current test cycle; Specifically, this includes: acquiring the operator's operating instructions, intervention instructions, and configuration instructions for the ship's navigation system; and using the operating instructions, intervention instructions, and configuration instructions as the input instructions; The simulation is performed according to the input command to determine the simulation data under the input command for the current test period. The simulation data under the input command includes sensor information and ship navigation information. Specifically, it includes: constructing the navigation scenario, ship hydrodynamic model, meteorological and marine environmental parameters, and target ship motion model for the current test period according to the configuration command; performing simulation calculations based on a unified time base according to the navigation scenario, ship hydrodynamic model, meteorological and marine environmental parameters, and target ship motion model to obtain ship position, speed, heading, situation, and multi-source sensor data; using the ship position, speed, heading, and situation as the ship navigation information in the simulation data under the input command, and using the multi-source sensor data as the sensor information in the simulation data under the input command. A communication interference signal is injected into the simulation data under the input command to obtain the disturbed simulation data. Based on the disturbance-induced simulation data and the input commands, decisions and plans are made to obtain the decision control commands of the ship navigation system in response to the input commands during the current test cycle. Injecting communication interference signals into the decision control commands of the input commands to obtain the disturbed decision control commands; specifically, this includes: determining the communication interference strategy for the current test period based on the navigation scenario, the ship hydrodynamic model, the meteorological and marine environmental parameters, and the target ship motion model of the current test period; the communication interference strategy includes a delay insertion sub-strategy, a jitter superposition sub-strategy, a packet loss simulation sub-strategy, a noise addition sub-strategy, and a spoofing data sub-strategy; parsing the simulation data under the input commands and the decision control commands of the input commands to obtain parsed sensor information and parsed decision control commands; injecting communication interference signals into the parsed sensor information and the parsed decision control commands according to the delay insertion sub-strategy, the jitter superposition sub-strategy, the packet loss simulation sub-strategy, the noise addition sub-strategy, and the spoofing data sub-strategy to obtain the disturbed simulation data and the disturbed decision control commands; Execute the decision control command after the disturbance to obtain the execution status feedback information of the ship navigation system; Based on the execution status feedback information, the simulation data under the input command is updated to obtain the updated simulation data for the current test cycle; The updated simulation data, execution status feedback information, and decision control instructions of the input commands for each test cycle of the ship navigation system in a complete test cycle are obtained to obtain full-time simulation data, full-time execution status feedback information, and full-time decision control instructions. Based on the full-time simulation data, full-time execution status feedback information, and full-time decision control instructions, the in-loop test results of the ship navigation system are generated.

7. An electronic device, characterized in that, include: Processor and memory, the memory being used to store computer programs; When the computer program is loaded by the processor, it causes the processor to execute the driver and physical-in-the-loop testing method as described in claim 6.

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