CN111614502B - Intelligent ship comprehensive information redundancy monitoring system - Google Patents

Abstract

The invention provides an intelligent ship comprehensive information redundancy monitoring system, which comprises: the system comprises an engine room data acquisition subsystem, a driving platform data acquisition subsystem, a data interface subsystem, a data network service subsystem and a ship information comprehensive display and processing subsystem; the 5 subsystems are organically integrated through a lower-layer distributed redundant field CAN network, a middle-layer redundant global CAN network and an upper-layer redundant optical fiber Ethernet to form the whole intelligent ship comprehensive information redundancy monitoring system. The technical problem solved by the invention is to provide a data comprehensive data redundancy monitoring solution for an intelligent ship, data is more effectively subjected to redundancy acquisition, redundancy transmission, redundancy storage and redundancy display under the support of the solution, and more scientific and reasonable comprehensive monitoring and management are realized for an unmanned ship, so that the best economic benefit and efficiency benefit are obtained on the premise of ensuring safety.

Description

A comprehensive information redundancy monitoring system for intelligent ships

technical field

The invention relates to the technical field of intelligent ships, in particular, to a comprehensive information redundancy monitoring system for intelligent ships.

Background technique

With the development of science and technology, large commercial ships are moving towards the direction of intelligence and autonomy, which will surely drive a series of in-depth changes in ship design and control mode to remote maintenance and management based on data support. In response to increasing operating costs, complex ship operations and increasingly stringent environmental regulations, the shipping industry has been increasing technological investment in smart ships in recent years. In the context of the era of big data, ship intelligence has become an inevitable trend in the development of shipbuilding and shipping. Therefore, the intelligence level of the ship has become an important symbol to measure the advanced level of the ship.

The intelligent ship data comprehensive monitoring system is based on big data, uses real-time data transmission and collection, and combines data analysis, remote control and other information technologies to realize the intelligence of ship perception, analysis and decision-making, thereby improving ship operation efficiency. From the design stage, the overall design of the comprehensive data collection and monitoring system of the smart ship has been carried out. Providing data support can assist in improving the intelligence of the ship and provide decision support for the further leap to autonomous navigation.

At present, many foreign manufacturers have developed comprehensive monitoring products, such as the k-chief 700 cabin monitoring system of Norway's Kongsberg Maritime, the SISHIP SIENT distributed network monitoring system of Germany's SIEMENS company, the Sea-Net navigation management system of American Sperry, Italy's The integrated driving control system of MasterBridge III of CS and the integrated monitoring system of StellaNet ship of Lyngso of Denmark.

In China, the manufacturers of ship monitoring products are mainly concentrated in Shanghai. There are well-known companies such as Sanjin and Sibo. Among them are the CJBW100 system developed by Sanjin, and the YTH-QJ801R marine 360 developed by Guangzhou Hengwei Electronic Technology Co., Ltd. ° Panoramic intelligent monitoring system, but no comprehensive monitoring system product designed for smart ships has been seen.

To sum up, the main technical features of these products are the use of computer technology, network technology and fieldbus technology to achieve decentralized monitoring of part of the ship's systems to varying degrees, but generally lack of a complete upper-layer PC network and a unified data interface. It is difficult to integrate the monitoring systems in a unified manner, and the design of the comprehensive monitoring and management of the whole ship data has not yet been formed, and the comprehensive data monitoring of the intelligent ship in the true sense has not been realized.

SUMMARY OF THE INVENTION

According to the technical problem proposed above, an integrated information redundant monitoring system for an intelligent ship is provided. The invention mainly provides a data comprehensive data redundancy monitoring solution for intelligent ships. With the support of the solution, data can be more effectively redundantly collected, redundantly transmitted, redundantly stored, and redundantly displayed, and is oriented to unmanned ships. Realize more scientific and reasonable comprehensive monitoring and management, so as to obtain the best economic benefits and efficiency benefits under the premise of ensuring safety.

The technical means adopted in the present invention are as follows:

An intelligent ship comprehensive information redundant monitoring system, comprising: engine room data acquisition subsystem, bridge data acquisition subsystem, data interface subsystem, data network service subsystem, and ship information comprehensive display and processing subsystem; The redundant on-site CAN network, the redundant global CAN network in the middle layer, and the redundant optical fiber Ethernet in the upper layer connect the engine room data acquisition subsystem, bridge data acquisition subsystem, data interface subsystem, data network service subsystem, ship information The comprehensive display and processing subsystems are organically integrated to form the entire intelligent ship comprehensive information redundant monitoring system;

The engine room data acquisition subsystem and the bridge data acquisition subsystem collect data from various systems and equipment on the ship in a unified manner, and the data interface subsystem converts and transmits the data packet protocol from the bottom layer to the upper layer. , the data network service subsystem receives the data transmitted by the data interface subsystem, and stores the data redundantly in the internal data storage array of the system; the ship information comprehensive display and processing subsystem The subsystems communicate, realize the remote transmission of data, and visualize the collected data.

Further, the cabin data acquisition subsystem adopts a distributed dual-redundant data acquisition system, and each CAN acquisition module in the cabin is distributed near the equipment connected to it to form a distributed CAN acquisition module array, and is connected by a dual-redundant CAN bus, Thus, a distributed engine room data acquisition subsystem is formed;

The engine room data acquisition subsystem is used for on-site data collection and forwarding of all systems and equipment in the engine room. All the systems and equipment in the engine room are integrated into the engine room electromechanical system in the smart ship, and the data of all monitoring points in the engine room are collected by sensors. After picking up and transmitting, it is uniformly sent to the nearby distributed CAN acquisition board module, and then transmitted to the data interface subsystem through the CAN bus.

Further, the bridge data acquisition subsystem adopts a distributed dual-redundant data acquisition system, and each distributed CAN acquisition module of the bridge is distributed near the equipment connected to it to form a distributed CAN acquisition module array, and uses a dual-redundant CAN acquisition module. The bus is connected to form a distributed bridge data acquisition subsystem;

The bridge data acquisition subsystem is used for on-site data collection and forwarding of all systems and equipment on the bridge. The data is picked up and transmitted by the sensor and sent to the nearby distributed CAN acquisition board module, and then transmitted to the data interface subsystem through the CAN bus.

Further, the data interface subsystem includes a first dual-processing network segment controller, a second dual-processing network segment controller, a first CAN bus configuration card, a second CAN bus configuration card, a first gateway server, and a second gateway. A server, a first optical fiber Ethernet adapter card, and a second optical fiber Ethernet adapter card;

The first dual-processing network segment controller expands the local CAN bus of the cabin data acquisition subsystem to the global CAN bus; and then enters the first gateway server through the first CAN bus configuration card to perform data packet protocol conversion, and then passes through the first CAN bus. A fiber-optic Ethernet adapter card enters the upper-layer dual-redundant Gigabit fiber-optic Ethernet;

The second dual-processing network segment controller expands the local CAN bus of the driver's platform data acquisition subsystem to the global CAN bus; and then enters the second gateway server through the second CAN bus configuration card to perform data packet protocol conversion, and then passes through the second gateway server. The second fiber optic Ethernet adapter card enters the upper layer dual redundant Gigabit fiber optic Ethernet.

Further, the data network service subsystem adopts dual-system disaster recovery physical isolation, server hot backup redundancy, switch link redundancy, and line link redundancy to perform data redundancy storage and data redundancy for the information collected on the lower-level site. Additional forwarding, data query.

Further, the ship information comprehensive display and processing subsystem includes the own ship terminal system and the remote terminal system;

The own ship terminal system is a system arranged on the own ship of the intelligent ship, which is used for monitoring and use by the ship's managers;

The remote terminal system is arranged through a satellite network to realize remote data transmission;

Both the local terminal system and the remote terminal system can be deployed through portable mobile devices, virtual reality devices, and human-computer interaction devices of liquid crystal arrays.

Further, the cabin data acquisition subsystem and the bridge data acquisition subsystem can also be connected to the on-site CAN network through a dedicated portable operation station MOS, and the status query, Parameter adjustment and module self-test.

Compared with the prior art, the present invention has the following advantages:

1. The intelligent ship comprehensive information redundancy monitoring system provided by the present invention can uniformly standardize the communication forms and sending and receiving methods of all intelligent ship equipment from the bottom layer to the upper layer; specify the line link redundancy mode; specify the hot standby redundancy mode of the equipment ;

2. The intelligent ship comprehensive information redundancy monitoring system provided by the present invention utilizes the engine room data acquisition subsystem and the bridge data acquisition subsystem to perform state prediction and alarm detection on various equipment.

3. The intelligent ship comprehensive information redundant monitoring system provided by the present invention, the visual graphic interface of the ship information comprehensive display and processing subsystem can be vectorized and zoomed, has two-dimensional and three-dimensional graphic display interfaces, and can display trend graphs and bar graphs. , pie chart, radar chart and other forms of data status performance;

4. The intelligent ship comprehensive information redundant monitoring system provided by the present invention not only can the authorized networked computer monitor the allocated information according to the authority, but also has parameter state prediction and alarm functions, so as to realize the "intelligent ship state" in the true sense. monitor.

Based on the above reasons, the present invention can be widely promoted in the fields of intelligent ships and the like.

Description of drawings

In order to illustrate the embodiments of the present invention or the technical solutions in the prior art more clearly, the following briefly introduces the accompanying drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description These are some embodiments of the present invention, and for those of ordinary skill in the art, other drawings can also be obtained from these drawings without any creative effort.

Fig. 1 is the overall structure diagram of the system of the present invention.

FIG. 2 is a structural block diagram of a comprehensive information composition of an intelligent ship provided by an embodiment of the present invention.

Detailed ways

In order to make those skilled in the art better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only Embodiments are part of the present invention, but not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by persons of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

It should be noted that the terms "first", "second" and the like in the description and claims of the present invention and the above drawings are used to distinguish similar objects, and are not necessarily used to describe a specific sequence or sequence. It is to be understood that the data so used may be interchanged under appropriate circumstances such that the embodiments of the invention described herein can be practiced in sequences other than those illustrated or described herein. Furthermore, the terms "comprising" and "having" and any variations thereof, are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those expressly listed Rather, those steps or units may include other steps or units not expressly listed or inherent to these processes, methods, products or devices.

As shown in FIG. 1 , the present invention provides a comprehensive information redundancy monitoring system for an intelligent ship, including: engine room data acquisition subsystem, bridge data acquisition subsystem, data interface subsystem, data network service subsystem, and ship information integration subsystem. Display and processing subsystem; connect the cabin data acquisition subsystem, bridge data acquisition subsystem, and data interface sub-system through the lower-layer distributed redundant on-site CAN network, the middle-layer redundant global CAN network, and the upper-layer redundant optical fiber Ethernet. The system, data network service subsystem, ship information comprehensive display and processing subsystem are organically integrated to form the entire intelligent ship comprehensive information redundancy monitoring system;

The engine room data acquisition subsystem and the bridge data acquisition subsystem collect data from various systems and equipment on the ship in a unified manner, and the data interface subsystem converts and transmits the data packet protocol from the bottom layer to the upper layer. , the data network service subsystem receives the data transmitted by the data interface subsystem, and stores the data redundantly in the internal data storage array of the system; the ship information comprehensive display and processing subsystem The subsystems communicate, realize the remote transmission of data, and visualize the collected data.

Preferably, as shown in the dashed box 1 in FIG. 1 , the cabin data acquisition subsystem adopts a distributed dual-redundant data acquisition system, and each CAN acquisition module in the cabin is distributed near the equipment connected to it, forming a distributed CAN acquisition system. The module array is connected by dual redundant CAN bus, thus forming a distributed engine room data acquisition subsystem;

The engine room data acquisition subsystem is used for on-site data collection and forwarding of all systems and equipment in the engine room. All the systems and equipment in the engine room are integrated into the engine room electromechanical system in the smart ship, and the data of all monitoring points in the engine room are collected by sensors. After picking up and transmitting, it is uniformly sent to the nearby distributed CAN acquisition board module, and then transmitted to the first dual-processing network segment controller of the data interface subsystem through the CAN bus. At the same time, in order to facilitate local management, the engine room data acquisition subsystem can also be connected to the on-site CAN network through a dedicated portable operation station MOS, and the status query, parameter adjustment and module self-control of each distributed CAN data acquisition module can be performed on the engine room site. Check etc.

The working mechanism of the dual-redundant CAN network of the cabin data acquisition subsystem is mainly aimed at the synchronization and redundancy of CANA and CANB network data. When it is detected that the CANA bus or the CAN controller port of the network module connected to it is faulty , then switch from CANA bus to CANB bus. In order to maintain the synchronization and coordinated operation of CAN bus data, each field node actively and regularly sends the collected data to the network server of the upper computer, and the alarm data is sent with high priority at any time to ensure the requirements of the alarm time. In order to ensure that the data on the dual redundant CAN bus remains synchronized, the data of each acquisition module is sent by broadcasting, that is, each node on the Internet can receive the data, and the nodes that do not need these data can pass the special CAN controller. The mask code will mask these data. Because the CAN bus adopts the arbitration method of priority coding, it ensures that there will be no conflict when two or more nodes send data at the same time, and no communication blocking situation similar to Ethernet will occur, so it is guaranteed that all nodes can operate normally. Collect and send data.

For a few systems and devices that already have an Ethernet interface (CAN summary interface is not provided), the "distributed CAN acquisition module array" in the data acquisition subsystem of the engine room can be directly connected to the designated lower-level switch in the data network service sub-system. The agreed protocol is used for data transmission, as shown in the dashed box 1 part "to E/4" and the corresponding dashed box 5 part "connected to E/1" in FIG. 1 .

Preferably, as shown in the dashed box 2 in FIG. 1 , the driver's platform data acquisition subsystem adopts a distributed dual-redundant data acquisition system, and each distributed CAN acquisition module on the driver's platform is distributed near the equipment connected to it, forming a distributed system. Array of CAN acquisition modules, and connected with dual redundant CAN bus to form a distributed bridge data acquisition subsystem;

The bridge data acquisition subsystem is used for on-site data collection and forwarding of all systems and equipment on the bridge. The data is picked up and transmitted by the sensor and sent to the nearby distributed CAN acquisition board module, and then transmitted to the second dual-processing network segment controller of the data interface subsystem through the CAN bus. At the same time, in order to facilitate local management, the bridge data acquisition subsystem can also be connected to the on-site CAN network through a dedicated portable operation station MOS, and the status query, parameter adjustment and module adjustment of each distributed CAN data acquisition module can be performed on the engine room site. Self-check, etc.

The working mechanism of the dual redundant CAN network of the bridge data acquisition subsystem is the same as that of the cabin data acquisition subsystem, so it will not be repeated here. For a few systems and devices that already have an Ethernet interface (CAN summary interface is not provided), the "distributed CAN acquisition module array" in the bridge data acquisition subsystem can be directly connected to the designated lower-level switch in the data network service sub-system. The data is sent through the agreed protocol, as shown in the dashed box 1 part "to B/4" in FIG. 1 , and the corresponding dashed box 5 part "connected to B/2".

Preferably, the data interface subsystem mainly completes the data packet protocol conversion on the CAN bus data of the cabin data acquisition subsystem and the bridge data acquisition subsystem, and is a CAN network and Ethernet network interface system, which acts as a gateway, It is connected with the data network service subsystem through the Ethernet network, and sends the converted data to the upper layer network. The data interface subsystem is shown as the dashed box 3 in FIG. 1, including a first dual-processing network segment controller, a second dual-processing network segment controller, a first CAN bus configuration card, and a second CAN bus configuration card. , a first gateway server, a second gateway server, a first optical fiber Ethernet adapter card, and a second optical fiber Ethernet adapter card;

The first dual-processing network segment controller expands the local CAN bus of the cabin data acquisition subsystem to the global CAN bus; and then enters the first gateway server through the first CAN bus configuration card to perform data packet protocol conversion, and then passes through the first CAN bus. A fiber-optic Ethernet adapter card enters the upper-layer dual-redundant Gigabit fiber-optic Ethernet;

The second dual-processing network segment controller expands the local CAN bus of the driver's platform data acquisition subsystem to the global CAN bus; and then enters the second gateway server through the second CAN bus configuration card to perform data packet protocol conversion, and then passes through the second gateway server. The second fiber optic Ethernet adapter card enters the upper layer dual redundant Gigabit fiber optic Ethernet.

Preferably, the first dual-processing network segment controller and the second dual-processing network segment controller are a dual-two-channel CAN gateway, which is a special device for expanding the local CAN bus; the first gateway server and the second gateway The server is the communication bridge between the CAN bus network and the Ethernet, and realizes the redundant connection between the global CAN network and the upper-layer Ethernet. Coordination between the first gateway server and the second gateway server, fast and bumpless switching, synchronization of dual redundant CAN network data, etc. Specifically, the working modes of the first gateway server and the second gateway server are as follows:

If the first gateway server is in a normal data packet sending and receiving state, the second gateway server is in a standby state; when the failure of the first gateway server is detected through the heartbeat line, the second gateway server is automatically put into operation; in order to avoid switching between the gateway server and the communication bus For the existing problems such as switching delay, the backup mode in which the first gateway server and the second gateway server run at the same time is adopted to realize dual-system hot backup in a full sense. The heartbeat line shown by the dashed line in the dashed box 3 in FIG. 1 is specially used for point-to-point communication between two servers, and is a network cable connecting the first gateway server and the second gateway server through a dedicated network adapter card. The software installed on the server monitors the running status of the other party in real time through the heartbeat line. Once the backup machine finds that the working machine stops serving for some reason, the heartbeat line will be reflected to the backup server, and the server will be put into use immediately to ensure the smooth flow of the network. and the normal operation of the service.

The working mechanism of the dual redundant CAN network of the data interface subsystem is mainly aimed at the synchronization and redundancy of the global CANA and CANB network data of the system. When the CANA bus or the CAN control of the network module connected to it is detected When the device port fails, the CANA bus is switched to the CANB bus.

The data interface subsystem and the upper-layer network interface mode: the connection with the local area network network server in the data network service subsystem adopts two communication modes of UDP and TCP: for important data, the communication mode adopts TCP to ensure the integrity and reliability of data communication. For non-important data using UDP communication, data transmission does not need to establish a connection, fast speed and high efficiency.

Preferably, the data interface subsystem is also provided with a network port with other devices of the smart ship: it can interface with other related devices through the standard CANopen protocol in the global CAN network of the system to complete the further expansion of the system.

Preferably, the data network service subsystem, as shown in the dashed box 4 in FIG. 1 , adopts dual-system disaster recovery physical isolation, server hot backup redundancy, switch link redundancy, and line link redundancy. The method performs redundant data storage, redundant data forwarding, and data query for the information collected on the lower-level site. The entire system communication architecture is based on the dual redundant backbone optical fiber Ethernet, which is the key system for the data storage and backup of the smart ship and the starting point of the high-speed data transmission and reception channel.

The data network service subsystem is centrally controlled by the data platform network server in the system, and all data flows through the core switches in the system to realize data transmission in three directions: on the one hand, it communicates directly with the data interface subsystem, and receives data from the data interface The engine room electromechanical system information, bridge control and navigation system information transmitted from the subsystem, and the data is redundantly stored in the internal data storage array of the system to realize database management; on the other hand, the direct data transmission high-speed channel and data interface are established. The data sent by the subsystem is directly sent to the intelligent ship ship comprehensive information display and processing subsystem through the core switch for subsequent display and related processing; finally, an indirect data transmission high-speed channel is established, and the data sent by the data interface subsystem can only be It is directly sent to the ship's comprehensive information display and processing subsystem. All data must be buffered by the database in the data platform network server, and then read by the ship's comprehensive information display and processing subsystem. Among the above three methods, the first method is a necessary method, and the second method and the third method are determined by the user according to the current working form and through the system settings.

Server Hot Standby Redundancy: Network data server A and network data server B use optical fiber Ethernet adapter card A and optical fiber Ethernet adapter card B to connect to corresponding core switch A and core switch B, respectively, to achieve network connection redundancy. . Each server is equipped with a disk storage array, and through cluster software, high reliability and disaster resistance of data read and write are realized. If the network data server A is in the main service state, the network data server B is in the standby state. When a failure of the network data server A is detected through the heartbeat line, the network data server B is automatically put into operation; in order to avoid the network data server and the communication bus switching The existing problems such as switching delay, adopt the backup method of two network data servers running at the same time, and realize the dual-machine hot backup in the full sense. The heartbeat line shown by the dashed line in the dashed box 4 in the accompanying drawing is specially used for the point-to-point communication between two network data servers, and is made through a dedicated network adapter card (that is, the optical fiber Ethernet adapter card A and the optical fiber Ethernet adapter). With card B) connect the network cable between network data server A and network data server B, and monitor the running status of each other in real time through the heartbeat line through the software installed on network data server A and network data server B. Once the backup machine finds that it is working If the machine stops service for some reason, the heartbeat line will be reflected to the backup server, and the network data server will be put into use immediately to ensure the smooth operation of the network and the normal operation of the service.

Switch link redundancy: Two full-fiber Ethernet core switches A and B are used, one active and one standby, to improve the robustness and stability of the network. In the implementation process, XRN (eXpandable Resilient Networking, scalable elastic network) technology can be used to interconnect two core switches A and B together to form an independent three-layer switching core, and build a distributed switching architecture. The distributed core architecture is managed as a unified whole, so that the work of the two core switches A and B can be switched or distributed between the two redundant links, realizing a dual-core backbone network without a single point of failure , to prevent hardware, cable or software failure to achieve the purpose of link redundancy.

Line link redundancy: The lower-layer switches of the dual-core backbone network use two optical cables to connect to two core switches at the same time to achieve the purpose of link redundancy. At the same time, the core switches have enough interfaces, which can be used for the expansion of the backbone optical fiber network. .

Dual-system disaster recovery physical isolation: Two rack-mounted network data servers and their associated disk array databases, core switches, etc. are located in separate rooms above the deck according to the fire isolation level, and the distance between the two rooms is sufficient for disaster recovery on the same ship. requirements.

The data network service subsystem is also provided with a satellite base station interface, as shown in the "satellite ship station" at the lower-level switch 2 in the dashed frame 4 in the accompanying drawing, the switch is used to connect the ship satellite base station, and through the satellite The intelligent ship data is sent to the ground station and enters the land network to realize the remote mode deployment of the "ship information comprehensive display and processing subsystem".

For the few systems and equipment with Ethernet interface in the engine room and the bridge (CAN summary interface is not provided), it can directly connect to the lower-layer switch 3 through the "distributed CAN acquisition module array", and send data through the agreed protocol, as shown in the appendix. In Fig. 1, the parts of the dashed box 5 are shown at "connected to E/1" and "connected to B/2", and the corresponding dotted-line boxes 1 and 2 are shown at "to E/4" and "to B/4" .

Preferably, as shown in the dashed box 5 in FIG. 1 , the ship information comprehensive display and processing subsystem is a visual human-computer interaction unit of the intelligent ship comprehensive information redundancy monitoring system, including the own ship terminal system and remote monitoring system. terminal system;

The own ship terminal system is a system arranged on the own ship of the intelligent ship, which is used for monitoring and use by the ship's managers;

The remote terminal system is arranged through the satellite network to realize the remote transmission of data; for the remote terminal, the digital twin of the smart ship can be further realized.

Both the local terminal system and the remote terminal system can be deployed through portable mobile devices, virtual reality devices, and human-computer interaction devices of liquid crystal arrays.

The core functions of the ship information comprehensive display and processing subsystem are as follows:

(1) By communicating with the data network service subsystem: it is directly connected to the lower-layer switch of the data network service subsystem to communicate, and it is defined as the ship-side information comprehensive display and processing subsystem; if the system is arranged on land On the other hand, it communicates indirectly with the lower-level switches of the data network service subsystem through the satellite network to realize the long-distance transmission of data, which is defined as the comprehensive display and processing subsystem of remote end information.

(2) Visualization processing of ship information: for processing, distributing, displaying, printing, etc. collected information, LCD arrays in the form of touch, three-dimensional projection ring screens, virtual helmets, wireless portable mobile platform devices, etc. can be used to display text, graphics, The important information of the ship's maneuvering and operation is displayed in the form of curves. All displayed graphics and interfaces are displayed in vectorized form, which can be scaled without distortion. It has standard two-dimensional and three-dimensional graphic display interfaces and can be connected with mainstream display devices. , and through the convenient human-computer interaction, the management personnel can quickly know the dynamics of the whole ship.

(3) Structural management of ship information and event analysis and prediction: Then, the collected data is processed and loaded in a structured manner, data specifications and event specifications are integrated, a ship equipment information management system is established, and a ship-wide correlation impact mechanism is established, which is convenient and fast. Conduct routine inspections, build a ship-wide event impact view, quickly grasp the scope of impact of each event and predict what may happen next.

As shown in Figure 2, the information types of the subsystem are divided into the following items:

①System configuration information: including user authority information, ship parameter information, printing configuration information, historical record information, network configuration information, etc.

②Comprehensive information of the smart ship: including the information of each system in the engine room, the information of each system on the bridge, and the weather information.

③System help information: including equipment system manual, real-time prompt information, system parameter description, usage dynamic guidance, usage recommendation information and other help information related to the use of the system.

Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, but not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: The technical solutions described in the foregoing embodiments can still be modified, or some or all of the technical features thereof can be equivalently replaced; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the technical solutions of the embodiments of the present invention. scope.

Claims (6)

1. an intelligent ship comprehensive information redundancy monitoring system is characterized in that, comprising: engine room data acquisition subsystem, bridge data acquisition subsystem, data interface subsystem, data network service subsystem, ship information comprehensive display and processing sub-system system; the cabin data acquisition subsystem, bridge data acquisition subsystem, data interface subsystem, and data network are connected through the lower layer distributed redundant on-site CAN network, the middle layer redundant global CAN network, and the upper layer redundant optical fiber Ethernet. The service subsystem, ship information comprehensive display and processing subsystem are organically integrated to form the entire intelligent ship comprehensive information redundant monitoring system; The bridge data acquisition subsystem adopts a distributed dual-redundant data acquisition system, and each distributed CAN acquisition module of the bridge is distributed near the equipment connected to it to form a distributed CAN acquisition module array, and is connected with a dual-redundant CAN bus. Thereby forming a distributed bridge data acquisition subsystem; The bridge data acquisition subsystem is used for on-site data collection and forwarding of all systems and equipment on the bridge. The data is picked up and transmitted by the sensor and sent to the nearby distributed CAN acquisition board module, and then transmitted to the data interface subsystem through the CAN bus; The engine room data acquisition subsystem and the bridge data acquisition subsystem collect data from various systems and equipment on the ship in a unified manner, and the data interface subsystem converts and transmits the data packet protocol from the bottom layer to the upper layer. , the data network service subsystem receives the data transmitted by the data interface subsystem, and stores the data redundantly in the internal data storage array of the system; the ship information comprehensive display and processing subsystem The subsystems communicate, realize the remote transmission of data, and visualize the collected data. 2. The intelligent ship comprehensive information redundancy monitoring system according to claim 1, is characterized in that, described engine room data acquisition subsystem adopts distributed double redundant data acquisition system, and each CAN acquisition module in engine room is distributed in the connected with it. Near the equipment, a distributed CAN acquisition module array is formed, which are connected by dual redundant CAN buses to form a distributed engine room data acquisition subsystem; The engine room data acquisition subsystem is used for on-site data collection and forwarding of all systems and equipment in the engine room. All the systems and equipment in the engine room are integrated into the engine room electromechanical system in the smart ship, and the data of all monitoring points in the engine room are collected by sensors. After picking up and transmitting, it is uniformly sent to the nearby distributed CAN acquisition board module, and then transmitted to the data interface subsystem through the CAN bus. 3. The intelligent ship comprehensive information redundancy monitoring system according to claim 1, wherein the data interface subsystem comprises a first dual-processing network segment controller, a second dual-processing network segment controller, a first CAN a bus adapter card, a second CAN bus adapter card, a first gateway server, a second gateway server, a first optical fiber Ethernet adapter card, and a second optical fiber Ethernet adapter card; The first dual-processing network segment controller expands the local CAN bus of the cabin data acquisition subsystem to the global CAN bus; and then enters the first gateway server through the first CAN bus configuration card to perform data packet protocol conversion, and then passes through the first CAN bus. A fiber-optic Ethernet adapter card enters the upper-layer dual-redundant Gigabit fiber-optic Ethernet; The second dual-processing network segment controller expands the local CAN bus of the driver's platform data acquisition subsystem to the global CAN bus; and then enters the second gateway server through the second CAN bus configuration card to perform data packet protocol conversion, and then passes through the second gateway server. The second fiber optic Ethernet adapter card enters the upper layer dual redundant Gigabit fiber optic Ethernet. 4. The intelligent ship comprehensive information redundancy monitoring system according to claim 1, wherein the data network service subsystem adopts dual-system disaster recovery physical isolation, server hot backup redundancy, switch link redundancy, circuit The link redundancy mode performs redundant data storage, redundant data forwarding, and data query for the information collected by the lower field. 5. The intelligent ship comprehensive information redundant monitoring system according to claim 1, characterized in that, said ship information comprehensive display and processing subsystem comprises own ship terminal system and remote terminal system; The own ship terminal system is a system arranged on the own ship of the intelligent ship, which is used for monitoring and use by the ship's managers; The remote terminal system is arranged through a satellite network to realize remote data transmission; Both the local terminal system and the remote terminal system can be deployed through portable mobile devices, virtual reality devices, and human-computer interaction devices of liquid crystal arrays. 6. The intelligent ship comprehensive information redundancy monitoring system according to claim 1, is characterized in that, described engine room data acquisition subsystem and bridge data acquisition subsystem can also pass through dedicated portable operation station MOS and on-site CAN network Hook up, and perform status query, parameter adjustment and module self-check on each distributed CAN data acquisition module on the engine room site.

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