Multi-network integration ship-shore communication system and intelligent ship remote driving control system based on ship internet of things

Abstract

The invention provides a multi-network integration ship-shore communication system and an intelligent ship remote driving control system based on a ship Internet of Things, and the hardware part of the multi-network integration ship-shore communication system comprises an integrated circuit board, a power module, an edge calculation module, a communication module, and an extensible communication interface, wherein the power module, the edge calculation module, the communication module, and the extensible communication interface are installed on the integrated circuit board. The communication module comprises a 4G / 5G communication module and / or a satellite module and / or a microwave module and / or a VHF module and / or an AIS module and / or a Beidou satellite module, the edge calculation module is connected with the power supply module, the communication module and the extensible communication interface, and the software part comprises a multi-network integration management software module. And the multi-network integration management software module is installed in the edge computing module. The method has the advantages that the multi-link aggregation system is used, the network transmission rate and stability are improved in the application scene of ship inland river shipping, complementation with a satellite communication system can be formed, and the service stability is further enhanced.

Description

Technical Field

[0001] The present invention relates to the field of ship information technology, and in particular to a multi-network integrated ship-shore communication system and an intelligent ship remote driving control system based on ship Internet of Things. Background Art

[0002] With the rapid development of my country's marine and river transportation, the construction of ship information management, and the configuration of wireless communication resources, it is imperative to introduce advanced wireless communication technology into the supervision of water transportation safety. Connecting the maritime satellite communication equipment equipped on the ship with the wireless ad hoc network communication video monitoring system can also enable the shore to monitor the status of the ship in real time, which is also of great significance for the informatization of maritime management. The combination of wireless ad hoc network and multi-network fusion wireless image transmission technology can solve the problem of visibility, measurability and controllability of the entire port and route traffic.

[0003] With the development of high-definition video surveillance technology and people's demand for mobile wireless communication technology, the requirements for wireless network bandwidth are getting higher and higher. Ordinary wireless access methods can no longer meet the high bandwidth requirements. For example, the on-site law enforcement evidence collection video and multimedia command and dispatch information of law enforcement vessels such as maritime, fishery, coast guard, border and coastal defense; real-time video surveillance images of the work and driving safety of operating ships such as tugboats, search and rescue ships, pipe laying ships, crane ships, real-time monitoring of driving safety images of passenger ships such as ferries and cruise ships, and passengers' Internet access are all facing the constraints of the backhaul bandwidth problem. Seeking a stable wireless access method with high bandwidth, long distance and support for mobile roaming is a common demand.

[0004] Inland waterway shipping has two main communication needs: regulatory and civil. With the gradual advancement of informatization, business data has increased, and business applications have certain requirements for network stability and speed. At present, base station coverage along inland rivers is not sufficient, and there are weak network areas and some blind spots. Summary of the invention

[0005] In order to solve the problems in the prior art, the present invention provides a multi-network integrated ship-to-shore communication system.

[0006] The present invention provides a multi-network integration ship-to-shore communication system, comprising a hardware part and a software part, wherein the hardware part comprises an integrated circuit board, and a power module, an edge computing module, a communication module, and an expandable communication interface installed on the integrated circuit board, wherein the communication module comprises a 4G / 5G communication module and / or a satellite module and / or a microwave module and / or a VHF module and / or an AIS module and / or a Beidou satellite module, wherein the edge computing module is respectively connected to the power module, the communication module, and the expandable communication interface, wherein the power module is used to provide power to the multi-network integration ship-to-shore communication system, and the software part comprises a multi-network integration Management software module, the multi-network integration management software module is installed in the edge computing module and integrated into the terminal box together with the hardware part. The multi-network integration management software module supports network status monitoring, data processing, and routing optimization. The multi-network integration management software module includes a communication driver layer, an operating system layer, a service software layer, and a business application layer. The communication driver layer is used to manage and schedule the drivers of different communication modules to achieve the integration and optimization of multi-access network communications. At the same time, cross-layer optimization and intelligent routing scheduling technology are used to dynamically select the optimal communication network for data transmission according to business needs and network conditions.

[0007] The service software layer: supports upper-layer service applications through data services such as time synchronization services, data access, service sniffing, network environment monitoring, cross-layer optimization scheduling, intelligent routing, network switching, system monitoring management, and system backup, and realizes multi-access network communication integration and optimization through real-time monitoring and analysis of access terminal devices, as well as intelligent routing and network switching based on the characteristics of service traffic and the network environment;

[0008] The business application layer: identifies and forwards multicast data packets to achieve seamless communication and data interaction between ships and shore-based centers; provides integration and optimization of surface monitoring, emergency video calls, water sensor data, AIS tracks, radar, and ADS-B business applications for intranet users of ships and shore-based centers, and extranet users can use the Internet to enjoy live video broadcasts, voice and video calls, text chats, and extranet portal applications.

[0009] The beneficial effects of the present invention are as follows: the present invention uses a multi-link aggregation system to improve network transmission rate and stability in the application scenario of inland waterway shipping of ships, and can complement the satellite communication system to further enhance business stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] Figure 1 It is a topological diagram of the intelligent ship remote driving control system of the present invention;

[0011] Figure 2 It is a schematic diagram of the multi-network integrated ship-to-shore communication system of the present invention. DETAILED DESCRIPTION

[0012] 1. Demand Analysis

[0013] 1.1 Ship-to-shore communication requirements for remote control and automatic berthing and unberthing scenarios

[0014] 1.1.1 Requirements for remote control “i-Ship (R1)”

[0015] According to the "Smart Ship Specifications 2023" and "Guidelines for the Application of Intelligent Technologies for Inland Vessels" (Draft for Comments) for the R1-class additional notation functional requirements for remote-controlled ships, the main functions of the ship are controlled and operated by the remote control station, the crew on board monitors the status of the ship, takes over the operation of the ship in an emergency or when necessary, and operates non-remotely controlled systems and equipment according to the ship operation scenarios determined by the design. It is necessary to ensure that the remote control station, radio communication and signal equipment, and the additional communication and data transmission functions of the R1 functional notation can be realized.

[0016] 1.1.1.1. Requirements for remote control stations

[0017] The goal of the ship remote control station is to monitor and control the ship from berth to berth by receiving the ship's status information, environmental information, and third-party support information such as charts, weather, ports, etc. For the remote control of large ships, it is necessary to use technologies such as high-speed Ethernet and information compression to solve problems such as optimization delay and packet loss, study the motion response of the ship under various working conditions and environmental factors, and solve the difficulty of motion control with large inertia, long time lag and high nonlinearity.

[0018] 1) Continuously obtain and display the ship scene perception information in real time. 2) Monitor the safety status of the ship and its system, and give maintenance suggestions based on the ship's status to ensure that the hull and system have sufficient reliability to ensure the safety of subsequent voyages. 3) The ship's propulsion and control system, communication and signal system can be remotely controlled to achieve remote control of the ship in various navigation scenarios. 4) Voice and data communication with pilots (if applicable), docks, auxiliary tugboats, surrounding manned ships, ship owners, and vessel traffic control centers (VTS). 5) Navigation support information can be sent to ships in standardized content and format, which can be automatically processed and used by the ship-side navigation control system. 6) The historical control commands and operations of the ship can be replayed. 7) Monitor the loading and unloading of ships (if applicable). 8) The equipment and setting of the remote control station communication facilities should be able to achieve effective voice and data information communication with docks, other ships, VTS centers, search and rescue centers, ship owners, and ship personnel (if any) during the ship's remote control navigation, and have sufficient bandwidth.

[0019] 1.1.1.2. Requirements for radio communication and signaling equipment

[0020] 1) The setting of ship wireless communication equipment should be able to realize effective voice and data information communication with the dock, other nearby ships, VTS center, search and rescue center, ship owner, etc. automatically or through remote control of the remote control station during the entire voyage according to the functions of the ship, and have sufficient bandwidth. 2) When a driving control station is set up on the ship, the communication equipment should be able to realize voice communication between the remote control station and the driving control station. At the same time, voice communication between the driving control station and surrounding ships, docks, VTS centers, etc. can be realized. 3) In each navigation area on the entire route, at least two separate independent devices establish voice and data communication links with the remote control station to meet the bandwidth and rate requirements of remote control, and ship-to-shore distress alarm should also be realized. 4) Send ship-to-shore and ship-to-ship distress alarm signals. 5) Send and receive search and rescue coordination communications. 6) Send and receive on-site communications. 7) Send search and rescue positioning signals. 8) Send and receive maritime safety information. 9) Send and receive general radio communications to shore-based radio systems or networks. 10) Each remote-controlled vessel shall be equipped with at least the following communication equipment appropriate to the navigation area: 1 satellite ship station or equivalent equipment with voice communication and data communication; 1 V-SAT ship station or equivalent equipment with Internet data communication; 2 VHF radio devices; 1 satellite radio position-indicating beacon; 1 safety information receiving device; and equipment for long-range identification and tracking (LRIT).

[0021] 1.1.1.3. “i-Ship (R1)” logo communication requirements

[0022] 1) The ship has a remote control navigation function, and personnel can remotely control the navigation operations of the ship at the remote control station, including at least the propulsion and control systems, radio communication and signal systems. 2) Autonomous navigation in open waters (No): The ship should meet the scene perception requirements, be able to perceive and obtain the following scene information all day long, and transmit the perception information to the remote control station in real time for autonomous navigation decision-making:

[0023] (1) Real-time environmental meteorological data during the ship's voyage, including wind speed, wind direction and visibility. (2) Real-time information about the ship, including the ship's position, speed and heading; the hull motion response should at least include: roll, pitch and pitch; bow, midship, starboard and stern draft. (3) AIS data of water targets. (4) Electronic chart data and updates. (5) Real-time information on other targets, including the position, direction of movement, speed of movement, size, actual distance, intersection angle with our ship, navigation signals and navigation status of other ships; information on other fixed obstacles and moving objects on the water surface. (6) The measured water depth at the ship's location.

[0024] 3) Full range autonomous navigation (Nn)

[0025] (1) Real-time perception of the distance between the bow and stern of the ship and the shore, as well as the angle between the ship and the shore. (2) Obtain information on port channel tides, flow velocity, flow direction changes, and other relevant environmental information.

[0026] 4) Vessels applying for the autonomous navigation function mark should be equipped with at least the following scene perception equipment: (1) Marine radar with ARPA function. (2) AIS. (3) Ship positioning, navigation and timing system (PNT). (4) Electronic chart display and information system. (5) Independent gyrocompass or other ship heading system. (6) Depth sounder. (7) Speed ​​and range measuring device. (8) Ship motion sensor. (9) Wind speed and direction meter. (10) Visibility sensor. (11) Vessels applying for the full range autonomous navigation function mark should also be equipped with short-range detection equipment, such as lidar.

[0027] 5) Continuously obtain real-time video information within a viewing angle of 112.5 degrees from the front to the port and starboard sides of the ship in the horizontal direction; when necessary, obtain real-time video information in all horizontal directions of the ship at any time; when necessary, obtain real-time video information from the bow to the stern of the ship at a 180-degree overlooking angle on both sides of the ship at any time.

[0028] 6) Vessels applying for the R1 functional notation should be equipped with: remote control system, scene perception system, radio communication and signal system.

[0029] The perception equipment and performance should meet the above requirements 4 and 5. In addition, it should be equipped with an enhanced visual system. The enhanced visual system should have a visual range of at least 6 nautical miles, including keeping the video images clear and stable under poor visibility weather conditions such as darkness, fog, and heavy rain.

[0030] 1.1.2 Ship-to-shore communication requirements in remote control scenarios

[0031] 3.1.2.1. Assessment index reference

[0032] 1) Main functions: It has functions such as navigation safety warning, dynamic driving takeover, and remote navigation control. 2) Main parameters: Based on economical navigators and ship-shore collaborative information platforms, the functional architecture is modularized and the interface protocol is standardized. Under good communication conditions, the ship-shore collaborative control distance is ≥10km, and the takeover response time is less than 0.2s, meeting the functional requirements of the "i-Ship (R1)" additional notation of the China Classification Society's "Smart Ship Specifications"; the route and speed optimization covers the inland navigation range of demonstration application engineering ships; it can provide collision avoidance auxiliary danger warning of no less than level 3.

[0033] 1.1.2.2 Ship-to-shore communication in remote control scenarios

[0034] Focus on the key points of multi-network integration, equipment integration, inferior signal transmission, and equipment lightweighting to ensure the continuity of data interaction. 1) Multi-network integration: In the remote control operation scenario, the multi-network integration ship-shore communication system needs to integrate and use multiple different communication networks, such as 4G / 5G mobile communication, satellite communication, Beidou short message, AIS communication and VDES (UHF / VHF) communication, etc. By managing and scheduling the drivers of different communication modules, the integration and optimization of multi-access network communications can be achieved, and high-speed, low-latency data transmission and remote operation can be achieved. At the same time, cross-layer optimization and intelligent routing scheduling technology can be used to dynamically select the optimal communication network according to business needs and network conditions, and the network can be automatically switched for data transmission to maintain the continuity and reliability of communication. 2) Equipment integration: The multi-network integrated ship-shore communication system supports access to multiple communication networks, including 4G, 5G, BeiDou-3 communication (short message), satellite, AIS, VDES (UHF / VHF), etc. For each communication network, the multi-network integrated communication system software module provides corresponding interfaces and protocols, integrates and manages the drivers of these network modules in the communication driver layer, interacts with the communication equipment and transmits data, and provides a basis for upper-layer network switching and scheduling. The specific integration ideas are as follows: (1) Integrate the 4G / 5G module into the gateway routing module, and the driver is provided by the module manufacturer. (2) The AIS device signal is driven by the RS-422 interface, and the format is NMEA-0183 protocol. (3) Satellite communication connects this device through the satellite modem downlink RJ-45 network port, and provides a gigabit network card driver. (4) The BeiDou short message signal is mainly connected to BeiDou-3, and needs to support the RS485 / 422 / 232 interface driver. (5) VDES (UHF / VHF) signal is driven by RS485 / 422 / 232 interface.

[0035] 3) Poor signal transmission: In the multi-network integration operation plan, the signal strength, availability and bandwidth of different networks are monitored and evaluated in real time through the multi-network integration communication system. According to the strength, stability and real-time of the network signal, the best communication method is dynamically selected, and the network is switched in real time to ensure the reliability of communication. For example, in areas with strong 4G or 5G networks, ships can give priority to 4G or 5G communication; while in bridge crossing areas and mountainous areas. When the bridge blocks a certain network signal or there is no 4G / 5G network signal in the mountainous area, the system can automatically switch to the available network to ensure the continuity of communication. For example, when the 4G or 5G signal is blocked by a bridge or there is no signal coverage in the mountainous area, the system can automatically select AIS communication, VDES (UHF / VHF) communication, Beidou short message communication or satellite communication, and automatically switch back to 4G or 5G communication when the bridge blocking ends and the 4G / 5G network signal returns to the normal range.

[0036] 4) Lightweight equipment: The lightweight equipment of the multi-network integrated ship-to-shore communication system in the remote control scenario is considered from three aspects: hardware, software, and terminal box design. (1) Lightweight hardware: The integrated circuit board uses highly integrated chips and components to reduce the board area and weight; the power module uses an efficient and lightweight switching power supply to reduce the volume and weight; the edge computing module integrates data processing, protocol conversion and other functions into a single module to reduce the number and weight of other hardware devices; the scalable communication interface uses standardized communication interfaces and protocols to reduce the number and weight of specific communication devices. (2) Lightweight software: By optimizing algorithms such as data processing and routing optimization, various types of perception and video data are lightweight and compressed for transmission to reduce data transmission volume and transmission time, improve software operation efficiency, and reduce computing resource consumption and hardware burden. The software is modularized to facilitate functional expansion and maintenance. At the same time, unnecessary modules can be selectively cut to reduce software volume and operation burden. (3) Terminal design: A compact design is adopted to optimize the appearance and internal layout of the terminal box to reduce volume and space waste; the hardware module is designed to be pluggable to facilitate replacement and upgrade, reducing the difficulty and time of equipment maintenance; an integrated design is adopted to make the box shell also have heat dissipation function, reducing the volume and weight of the internal heat dissipation equipment.

[0037] 1.1.3 Communication requirements for automatic berthing and unberthing “i-Ship(Nn)”

[0038] According to the requirements for the automatic berthing and unberthing function in the "i-Ship (Nn)" additional notation of the "Smart Ship Specification 2023" and "Guidelines for the Application of Smart Technologies for Inland Vessels" (Draft for Comments), ships must have the ability to navigate autonomously in all scenarios such as open waters, narrow waterways, and entering and leaving ports, as well as the ability to autonomously berth and unberth. During this period, the crew on board monitors the navigation operation of the ship and can intervene at any time when necessary to obtain control of the ship's driving and manipulate the ship's navigation.

[0039] In all navigation scenarios, the ship should be able to make analysis and decisions based on the perceived and acquired scene information, control the propulsion and maneuvering systems according to the scheduled route, and achieve autonomous navigation and berthing and unberthing operations. It should also be able to implement collision avoidance decisions and operations in accordance with the requirements of the International Regulations for Preventing Collisions at Sea, 1972.

[0040] In addition to meeting the needs of remote driving and control communications, in order to achieve automatic berthing and unberthing, it is also necessary to perceive in real time the distance between the bow and stern of the ship and the shore, as well as the angle between the ship and the shore; and obtain information on port channel tides, flow velocity, flow direction changes and other relevant environmental information.

[0041] 1.1.4 Multi-network converged communication requirements in automatic docking and undocking scenarios

[0042] The multi-network integrated ship-shore communication system will be installed on large bulk carriers in battery swap mode, and the shore-based communication infrastructure will utilize the existing facilities of ports and remote control stations.

[0043] Automatic berthing operations usually start after the ship enters the port area, that is, a certain distance from the port terminal entrance. The purpose of this arrangement is to use the ship's sensors, navigation equipment and other resources in advance to prepare for the navigation control and action coordination required for automatic berthing. Generally speaking, the automatic berthing distance is usually between a few hundred meters and one kilometer from the port terminal.

[0044] 1.1.4.1. Reference technical indicators of multi-network converged communication system

[0045] In the area within one kilometer from the port terminal, 4G and 5G signals are usually covered. 4G and 5G networks are the first choice, and other Beidou short messages, satellite communications, AIS communications, and VDES (UHF / VHF) communications are used as backup. Through multi-network integration and with the help of the multi-network integration communication system engineering prototype, ships can flexibly select and switch different networks to ensure the communication reliability and stability during automatic berthing and unberthing. At the same time, adjustments and optimizations need to be made according to actual needs and network conditions to ensure the smooth operation of automatic berthing and unberthing of ships. The following technical indicators need to be considered:

[0046] 1) Communication protocols and standards: The automatic berthing and unberthing system needs to adopt common communication protocols and standards to ensure compatibility and interoperability between different devices. Common communication protocols and standards include MQTT, CoAP, 6LowPAN, UDP, etc. These protocols and standards can meet the communication requirements of low power consumption, low bandwidth and low latency. 2) Communication reliability: The automatic berthing and unberthing system needs to have high communication reliability to avoid data loss and communication interruption. In order to improve communication reliability, technical means such as retransmission mechanism, signal strength detection, bit error rate correction, etc. can be used. For key information such as ship position, heading, speed, etc., real-time transmission is required to ensure real-time communication between ships and shore-based equipment. 3) Communication security: The automatic berthing and unberthing system needs to have communication security to prevent illegal intrusion and malicious attacks. In order to improve communication security, encryption technology, digital signature, authentication mechanism, etc. can be used. For key information such as ship position, heading, speed, etc., end-to-end encryption is required to ensure data security. 4) Data transmission speed: The automatic berthing and unberthing system needs to have a high data transmission speed to achieve real-time perception and control. In order to increase the data transmission speed, compression technology, data caching, and optimization of network topology can be used. For key information, such as ship position, heading, speed, etc., real-time transmission is required to ensure real-time communication between ships and shore-based equipment. 5) Communication capacity: The automatic berthing and unberthing system needs to have a large communication capacity to meet the needs of large-scale data transmission. In order to increase the communication capacity, distributed communication architecture, multi-threading technology, load balancing and other technical means can be used. For non-critical information, such as ship status, equipment status, etc., batch transmission can be carried out to reduce the number of communications and bandwidth occupancy. 6) Anti-interference ability: The automatic berthing and unberthing system needs to have a high anti-interference ability to cope with various complex communication environments. In order to improve the anti-interference ability, spread spectrum technology, frequency hopping technology, channel coding and other technical means can be used. In addition, for key information, multiple transmissions are required to increase the anti-interference ability to ensure real-time communication between ships and shore-based equipment. 7) Equipment compatibility: The automatic berthing and unberthing system needs to adapt to different equipment and platforms to meet a wide range of application needs. In order to improve equipment compatibility, general interface specifications, standardized modules, extensible protocols and other technical means can be used. In addition, technical parameters such as transmission rate, bit error rate, delay, etc. of different devices need to be compromised to ensure the collaborative work between different devices.

[0047] 1.1.5 Communication requirements under different operating conditions

[0048] The multipath effect of wireless signals in inland river scenarios mainly comes from bridges on the river, shore buildings, passing large ships, etc. Studies have shown that in the construction of inland river wireless communication networks, it is necessary to consider the impact of shore obstacles, reflectors, etc. on wireless channel energy loss and delay, and to reasonably select and plan shore-based sites and communication frequency bands to meet the channel capacity requirements for effective coverage and data transmission over a larger range.

[0049] 1.1.5.1 Analysis of communication characteristics in unobstructed waterway areas

[0050] In the scenario of remote control and automatic berthing in coastal inland rivers, the communication characteristics of the unobstructed waterway area are analyzed from the aspects of signal propagation environment, signal coverage, signal quality, etc., network planning and deployment are carried out according to specific scenarios and needs, and corresponding technical measures are taken to improve the communication quality. 1) Signal propagation environment: In the unobstructed waterway area, the propagation of wireless signals is mainly affected by the river surface, passing ships, and buildings along the river. In this case, the multipath effect of wireless signals is significant, and phenomena such as signal reflection, scattering and diffraction will have a certain impact on the communication quality. 2) Signal coverage: In order to realize remote control and automatic berthing in inland rivers, it is necessary to ensure wireless signal coverage in the waterway area. In the unobstructed waterway area, the signal coverage may change due to the influence of terrain and surrounding environment. For example, in urban areas, the signal may be blocked by riverside buildings, while in mountainous areas or canyon scenarios, tree blocking and canyon reflection may have a greater impact on signal propagation. 3) Signal quality: Due to the complexity of the inland waterway shipping environment, the signal quality may be affected. In the unobstructed channel area, although the communication environment is relatively open, there may be problems such as multipath interference and signal attenuation. Therefore, corresponding technical measures need to be taken to improve signal quality, such as using directional antennas and adjusting signal frequencies.

[0051] 1.1.5.2 Analysis of communication characteristics in the bridge area

[0052] For communication in the bridge area in the scenario of remote control and automatic berthing and unberthing in coastal inland rivers, it is necessary to fully consider factors such as bridge obstruction, signal reflection and diffraction, multipath effect, attenuation and interference, and base station layout. The metal structure of the bridge will cause the wireless propagation signal to form multipath effect and diffraction loss, etc., which will reduce the transmission power and cause large delay spread and transmission path loss. Through reasonable planning and layout, it is ensured that the ship can still maintain good communication quality in the bridge area, so as to achieve safe and efficient remote control and automatic berthing and unberthing.

[0053] 1) Bridge blocking: The bridge area refers to the area where the ship passes through the bridge. Due to the obstruction of the bridge, the wireless signal may be severely blocked, resulting in a significant drop in signal strength or even interruption. This may affect the remote control and automatic berthing of the ship. 2) Signal reflection and diffraction: In the bridge area, the wireless signal may be reflected or diffracted by the bridge, which may cause the direction of the signal to change, increasing or decreasing the signal strength. When the ship passes the bridge, this change in signal may cause fluctuations in communication quality or even communication interruption. 3) Multipath effect: In the bridge area, due to the interaction between the bridge and the water surface, the wireless signal may experience multipath propagation. This means that the signal may reach the receiving end from different paths, resulting in unstable phase of the received signal, thus affecting the communication quality. 4) Attenuation and interference: There may be tall buildings, trees or other obstacles in the bridge area, all of which may cause additional attenuation or interference to the wireless signal. This will further affect the communication quality and may affect remote control and automatic berthing. 5) Base station layout: In order to ensure good communication in the bridge area, the base stations need to be reasonably laid out and sited. In the bridge crossing area, appropriate base station height and directional antenna should be selected to minimize the impact of bridges and other obstacles on the signal and ensure that ships can maintain good communication quality when passing through the bridge.

[0054] 1.1.5.3. Analysis of communication characteristics in mountainous areas

[0055] In the scenarios of remote control and automatic berthing in coastal and inland rivers, communication in mountainous areas is mainly affected by factors such as mountainous environment, signal shielding, multipath effect, signal attenuation and antenna selection. In order to achieve efficient and reliable communication, it is necessary to fully consider these factors and take corresponding technical measures to improve communication quality and security. For example, the challenges of mountainous environment can be overcome by optimizing antenna selection and base station deployment, increasing signal transmission power, and adopting differential transmission and other technical means to ensure smooth communication of ships in the scenarios of remote control and automatic berthing in coastal and inland rivers.

[0056] 1) Mountain environment: The terrain in mountainous areas is complex, and features such as mountains, canyons, and steep slopes make the wireless signal propagation environment more complex. In such an environment, the signal propagation paths are diverse, including direct, reflection, refraction, and diffraction, making the signal propagation direction and strength very unstable. 2) Signal blocking: The terrain in mountainous areas may cause serious obstruction to the propagation of wireless signals. For example, peaks, canyons, and steep slopes may block the propagation path of the signal, making it impossible for the signal to be transmitted to the target area. In addition, the presence of buildings in mountainous areas (such as bridges, tunnels, etc.) may also block signal propagation. 3) Multipath effect: Due to the complexity of the mountainous environment and the existence of signal blocking, the multipath effect is particularly significant in mountainous areas. The multipath effect refers to the fact that wireless signals reach the receiving end through different paths, and the lengths of each path are different, so the signal phases are also different, resulting in fluctuations in the signal strength and phase received by the receiving end. In mountainous areas, the multipath effect is more complicated due to the influence of multiple factors such as terrain and buildings. 4) Signal attenuation: Due to the complexity of the mountainous environment and the existence of signal blocking, wireless signals may be greatly attenuated during transmission. Signal attenuation refers to the gradual weakening of signal strength as the distance increases. In mountainous areas, signal attenuation is more serious due to factors such as terrain and buildings. 5) Antenna selection: In mountainous environments, it is necessary to select appropriate directional antennas and base station heights to achieve wireless signal coverage of the target area. Due to factors such as terrain and buildings, antenna selection and base station deployment need to be more flexible and reasonable.

[0057] 2 Detailed description of the solution of the present invention:

[0058] 2.1 Topology Architecture

[0059] From the perspective of system topology, it mainly includes 4G / 5G communication modules, satellite modules, microwave modules, VHF modules, AIS modules, Beidou satellite modules, multi-network integration engineering prototypes, cloud management platforms, standardized information collection units, remote driving control units and a series of access terminal devices.

[0060] 2.2 Functional Components

[0061] In this solution, the multi-network integrated ship-shore communication system engineering prototype is deployed on the ship side, including hardware and software (the shore-based communication infrastructure uses existing facilities). The prototype is in the form of a terminal box, one set is deployed with the demonstration ship and deployed on the bridge.

[0062] The hardware part includes integrated circuit board, power module, edge computing module, 4G communication module, 5G communication module, and expandable communication interface (for connecting to satellite communication, Beidou, AIS, GPS, VDES (UHF / VHF) and other system data).

[0063] The software part is a multi-network integration management software module that supports network status monitoring, data processing, and routing optimization. The multi-network integration management software module is installed in the edge computing module and integrated into the terminal box together with the hardware.

[0064] 1) Component driver layer

[0065] The design of the communication system needs to support drivers for multiple communication modules to provide a basis for upper-layer network switching and scheduling.

[0066] a. 4G and 5G are currently the most mainstream cellular communication technologies, and drivers that support these multiple communication modules are required. Currently, drivers are generally provided by module manufacturers and integrated into gateway routing modules. Currently, modules from Huawei, Quectel, Simcom, and Fibocom are supported.

[0067] b. AIS (Automatic Identification System) is an important means of communication between ships. Currently, the driver that supports AIS is mainly RS-422 interface driver, and the format is NMEA-0183 protocol.

[0068] c. Satellite communication is a technology that provides communication services in areas without base station coverage. It is necessary to design a satellite communication module that supports connecting this device mainly through the satellite modem's downstream RJ-45 network port and provide a Gigabit network card driver. If other information about the satellite link needs to be detected, it is necessary to support the ACU's OPEN protocol driver.

[0069] d. 802.11 is a wireless LAN technology that can realize the networking of the ship's intranet. Currently, the Linux 5.xx and 6.x kernels can provide the latest drivers that support 802.11, and currently support the 802.11ax WIFI6E driver.

[0070] e. Beidou is China's satellite navigation system that can provide ship navigation and positioning services. It is necessary to design a driver that supports Beidou communication. Currently, it is mainly connected to Beidou-3 and needs to support the driver of Beidou short message module.

[0071] f. VHF and UHF are wireless communication technologies, commonly used for communication between ships and between ships and shores. It is necessary to design a driver that supports VHF and UHF communication modules.

[0072] When designing a multi-network converged intelligent access architecture, these drivers need to be integrated and managed in the communication driver layer. By managing and scheduling the drivers of different communication modules, the convergence and optimization of multi-access network communications can be achieved. At the same time, cross-layer optimization and intelligent routing scheduling technology can be used to dynamically select the optimal communication network for data transmission based on business needs and network conditions, thereby improving overall communication performance and efficiency.

[0073] 2) Operating system layer

[0074] Supported firmware: Ubuntu, Centos, Debian, Openwrt, Almalinux, istoreos.

[0075] 3) Service software layer

[0076] The service software layer mainly relies on mature general components to build a general component environment and an integrated operation and maintenance environment, providing an application support framework for the multi-network converged communication system engineering prototype, and supporting upper-layer service applications through data services such as time integration services, data access, business sniffing, network environment monitoring, cross-layer optimization scheduling, intelligent routing, network switching, system monitoring management, and system backup. Through real-time monitoring and analysis of access terminal equipment, as well as intelligent routing and network switching based on the characteristics of business traffic and the network environment, multi-access network communication convergence and optimization can be achieved. Through reasonable technical solutions and implementation, the transmission efficiency and stability of the network can be improved to ensure the stable operation of the system.

[0077] a. Time system service

[0078] Through the network or other communication means, it can realize the technical service of time synchronization for computers or devices distributed in different regions and time zones. It can ensure that the clocks of various devices can be accurately synchronized and remain highly consistent over time.

[0079] b. Data access

[0080] The data generated in the multi-access network is transmitted to the time-based service for processing and analysis. Data access mainly includes steps such as data collection, protocol analysis, and data storage. Through reasonable data access design, unified management and analysis of various types of network data can be achieved, providing a data basis for subsequent business sniffing, network environment monitoring and other functions.

[0081] c. Business sniffing

[0082] Real-time service traffic analysis and identification of multi-network converged communication engineering prototypes. By sniffing service traffic, the types of services and traffic characteristics can be analyzed, including real-time service flows and historical service flows, to provide a basis for intelligent routing and network switching, so as to dynamically adjust network routing and switching strategies according to the types and characteristics of services, and improve the efficiency and quality of network transmission.

[0083] d. Network environment monitoring

[0084] Real-time monitoring and analysis of the network environment in multi-access networks. Using SNMP, NetFlow and other protocols to obtain network equipment and link status information, provide a basis for intelligent routing and network switching by monitoring network bandwidth, latency, packet loss and other indicators, and perform network optimization and scheduling based on monitoring results.

[0085] e. Cross-layer optimization scheduling

[0086] The cross-layer optimization scheduling service is responsible for analyzing and optimizing the cross-layer performance of network protocols to achieve optimization of network communications.

[0087] f. Intelligent routing

[0088] Based on the characteristics of business traffic, network environment and other factors, dynamic routing protocols such as OSPF and BGP are used to dynamically adjust the network's routing strategy, implement multi-path selection and load balancing, as well as traffic scheduling and optimization of multi-access networks, thereby improving network transmission efficiency and stability.

[0089] g. Network switching

[0090] In a multi-access network, when a network failure or optimization requirement occurs, according to changes in the network environment, policy routing, VLAN and other technologies are used to achieve fast network switching and seamless roaming to ensure network connectivity and stability. Based on the results of service sniffing and network environment monitoring, it can be decided whether to switch the network.

[0091] h. System monitoring and management

[0092] The process of monitoring and managing the operating status of converged access devices and systems. System monitoring and management can realize operations such as fault detection, performance monitoring and log management of access devices, timely discover problems and potential risks in the system, solve them through appropriate management measures, and manage the configuration and upgrade of the system to improve the stability and reliability of the system.

[0093] i. System backup

[0094] The process of backing up and restoring the data of converged access devices and systems. System backup can protect the system by regularly backing up data and configuration files, and establishing redundant systems and networks. In the event of system failure or data loss, data and system operation can be restored in a timely manner, thereby improving system availability and reliability.

[0095] 4) Business application layer

[0096] Identify and forward multicast data packets. For remote driving and automatic docking and undocking scenarios, service software resources manage all business flows in a unified manner, push real-time messages, monitor and manage them, and support portal service applications. At the same time, build and operate a service management subsystem to achieve comprehensive management of application services such as information service product management and comprehensive customer service.

[0097] Through the design of multi-network integrated ship-shore communication engineering prototype, cross-layer optimization for network protocols and intelligent routing design for business needs, seamless communication and data interaction between ships and shore-based centers can be achieved, ensuring good communication and service experience between external network users and relevant personnel on ships, and providing more reliable, safe and efficient communication services. Provide the integration and optimization of multiple business applications such as surface monitoring, emergency video calls, water sensor data, AIS tracks, radar, ADS-B, etc. for the internal network users of ships and shore-based centers. External network users can use the Internet to enjoy a variety of applications such as live video, voice and video calls, text chats and external network portals. With the coordinated cooperation of the business application layer, service software layer, operating system layer and communication driver layer, the integration and optimization of multi-access network communications and the intelligent routing scheduling of business flows are finally realized, providing comprehensive communication and data services for coastal and inland ships.

[0098] For the scenarios of remote control and automatic berthing and unberthing in coastal and inland rivers, the business architecture can be divided into two parts: ship-side business and shore-based business. Through sensors, communication systems, data processing and analysis, decision-making and control and other technical means, information interaction and sharing can be achieved to ensure the safety and efficient navigation of ships.

[0099] 5) Ship-side business architecture

[0100] a. Sensors and controllers: Various sensors and controllers are installed on the ship to monitor and collect the ship's status information, such as position, speed, heading, etc. At the same time, the controller executes the control instructions issued by the shore-based remote control station to realize the remote control of the ship. b. Data transmission: The ship-side business needs to transmit the collected data to the shore-based remote control station through the multi-network fusion communication system engineering prototype, and receive the control instructions sent by the shore-based remote control station to realize information interaction and sharing. c. Data processing and analysis: The ship-side business needs to process and analyze the collected data, extract useful information, such as ship status, navigation environment, etc., and provide data support for shore-based business. d. Decision-making and control: The ship-side business needs to send control instructions to the shore-based remote control station based on the results of data processing and analysis, and the shore-based remote control station remotely controls the ship according to these instructions.

[0101] 6) Shore-based business architecture

[0102] a. Data reception and processing: The shore-based remote control station receives data sent by the ship through the communication system, processes and analyzes it, and extracts useful information, such as the ship's status, navigation environment, etc. b. Decision-making and control: The shore-based remote control station sends control instructions to the ship based on the processed data to realize remote control of the ship. At the same time, the shore-based remote control station needs to make comprehensive decisions based on factors such as the ship's navigation status and environment to ensure the safety and efficient navigation of the ship. c. Monitoring and alarm: The shore-based remote control station needs to monitor the ship's navigation status and environment in real time, detect abnormal situations in a timely manner and alarm, so as to take appropriate measures to ensure the safety of the ship. d. Management and dispatch: The shore-based remote control station is also responsible for the dispatch and management of the ship, and conducts corresponding dispatch and management according to the ship's operating status and mission requirements to ensure the efficiency and reliability of ship operations.

[0103] 3. Detailed description of the components of the product of the present invention:

[0104] 3.1 Multi-network access

[0105] 3.1.1 4G / 5G communication

[0106] The multi-network integration management software module of ship-to-shore communication provides an interface with mobile operators to realize interaction and data transmission with 4G and 5G network equipment. Through the 4G and 5G communication modules in the multi-network integration ship-to-shore communication system engineering prototype, it is possible to connect to the base station of the mobile operator, use the SIM card for identity authentication and access, and perform data transmission and communication control through the data protocol. At the same time, it is necessary to configure IP addresses, routing and communication services to realize interaction and data transmission with the network.

[0107] Physical Connections

[0108] The engineering prototype of the multi-network integrated ship-shore communication system has built-in 4G and 5G communication modules, which are connected to the mobile operator's base station wirelessly.

[0109] SIM card

[0110] In order to achieve communication connection with 4G and 5G networks, the 4G and 5G communication modules in the multi-network integrated ship-to-shore communication system engineering prototype are inserted into the SIM card provided by the mobile operator. The SIM card contains the identification information and network access rights of the multi-network integrated communication system engineering prototype, and the SIM card is used to authenticate and access the mobile operator's network.

[0111] Data Protocol

[0112] When communicating with 4G and 5G networks, corresponding data protocols are used for data transmission and communication control. 4G networks usually use the LTE (Long Term Evolution) protocol for data transmission, while 5G networks use the more advanced NR (New Radio) protocol. Through the definition and specification of the protocol, devices and networks can encapsulate, parse and transmit data.

[0113] IP Addresses and Routing

[0114] After connecting to the 4G and 5G networks, the device will be assigned a unique IP address, through which data can be transmitted with other devices and the Internet. The device also needs to be configured with corresponding routing information to ensure that the data can be correctly routed to the target device or server.

[0115] Communication service configuration

[0116] Mobile operators provide a variety of communication services, such as data services, voice services, and SMS services. Before communicating with 4G and 5G network equipment, corresponding communication service configurations are performed according to actual needs, such as ordering data service packages and configuring communication parameters.

[0117] 3.1.2 Beidou short message

[0118] The multi-network integration management software module of ship-shore communication provides an interface with the Beidou system to realize interaction and data transmission with Beidou short message equipment. Beidou short message equipment establishes a satellite communication signal connection with the Beidou system through the terminal communication module, uses the data protocol specified by the Beidou system to define and parse the data format, and performs corresponding communication service configuration and communication control.

[0119] Terminal communication module

[0120] The Beidou short message device has a built-in Beidou terminal communication module, through which it communicates with the Beidou system. The ship-side multi-network fusion communication system engineering prototype is connected to the terminal communication module through the serial port.

[0121] Satellite communication signal

[0122] The BeiDou system is a satellite navigation and positioning system independently developed by China, which provides global positioning, navigation and short message communication services through BeiDou satellites. BeiDou short message devices communicate with the BeiDou system by receiving signals from BeiDou satellites.

[0123] Data Protocol

[0124] When the multi-network integration management software module of ship-to-shore communication communicates with Beidou short message equipment, it is necessary to use the data protocol specified by the Beidou system to define and parse the data format. The Beidou system uses a specific message format and instruction set to control the operation of equipment, data transmission, and status query. Both parties in communication need to encapsulate and parse the data according to the corresponding protocol specifications.

[0125] Communication service configuration

[0126] The Beidou system provides different communication services, such as short message transmission, location reporting, timing reporting, etc. Before communicating with the Beidou short message device, configure the corresponding communication services and parameters according to actual needs, such as the sending target number, receiving frequency, sending frequency, communication code rate, etc.

[0127] Communication Control

[0128] The ship-side multi-network integrated ship-to-shore communication system engineering prototype can perform operations such as dialing, logging in and logging out to ensure the establishment and disconnection of the connection with the Beidou system; at the same time, it can perform communication authority verification and identity recognition to ensure communication security and legality.

[0129] 3.1.3 Satellite Communications

[0130] The multi-network integration management software module of ship-shore communication provides an interface with satellite communication equipment to achieve connection with the satellite network and data transmission. Through the multi-network integration ship-shore communication system engineering prototype, it is connected to the ground station, using antennas and radio frequency connections to send and receive data, and encapsulating and transmitting data through specific protocols and frame structures. At the same time, access control and authentication are required to ensure the security and effectiveness of data transmission. It realizes remote communication and data transmission, which is suitable for areas without 4G, 5G and other network coverage.

[0131] Ground station connection

[0132] The multi-network integration ship-shore communication system engineering prototype needs to communicate with the satellite network through a ground station. A ground station is a special device used for two-way communication with satellites, including sending data to satellites and receiving data returned from satellites. The multi-network integration ship-shore communication system engineering prototype needs to be connected to the corresponding interface provided by the ground station.

[0133] Antenna and RF Connections

[0134] When communicating with the satellite, the multi-network integration ship-shore communication system engineering prototype needs to establish a radio frequency connection with the ground station through the antenna. The antenna is used to send and receive radio frequency signals, convert the data of the multi-network integration ship-shore communication system engineering prototype into radio frequency signals and send them to the satellite, and receive the radio frequency signals returned from the satellite and convert them into data that can be received by the multi-network integration ship-shore communication system engineering prototype.

[0135] Satellite communication connection

[0136] Provides satellite communication connection configuration function, allowing users to enter relevant parameters of satellite communication equipment, such as satellite frequency band, antenna parameters, etc. Supports active and passive connection methods. Active connection can initiate a connection through satellite communication equipment; passive connection can connect to the ship according to instructions or requests from the shore. When the satellite signal is weak or cannot be connected normally, a reconnection function is provided to ensure the stability and reliability of the connection.

[0137] Interoperability with shore network

[0138] It realizes the intercommunication between the ship and the shore network, allowing the ship to transmit and communicate data with the servers and devices in the shore network. It supports the allocation and management of IP addresses, including static IP and dynamic IP allocation methods, to meet different network requirements. It provides NAT function to realize the intercommunication between the ship's internal network and the shore network, so that the equipment inside the ship can access the servers and resources in the shore network.

[0139] Protocol and frame structure

[0140] Communication with satellite networks requires the use of corresponding protocols and frame structures. Satellite networks usually use a special satellite link protocol, such as the DVB-S2 protocol. Through the frame structure defined by the protocol, the multi-network integration management software module of ship-to-shore communication encapsulates the data into the corresponding frame and then sends it to the satellite through the RF signal.

[0141] Satellite transmission

[0142] The satellite network transmits data by transmitting the data of the multi-network integration ship-shore communication system engineering prototype to the satellite and forwarding it to the target ground station. The multi-network integration ship-shore communication system engineering prototype encapsulates the data into the frame defined by the satellite link protocol and sends it to the satellite via the radio frequency signal. After the satellite receives the signal, it forwards it to the target ground station, which then parses the data and transmits it to the corresponding target device or server.

[0143] Access Control and Authentication

[0144] When connected to the satellite network, the multi-network integration management software module of ship-shore communication needs to perform access control and authentication, mainly through the multi-network integration ship-shore communication system engineering prototype to send the corresponding authentication information, password, etc. to the ground station for identity authentication and obtain the corresponding access rights. Provide security mechanisms in ship-shore communication, including authorization authentication, data encryption, etc., to ensure the security of communication. Support firewall and intrusion detection functions to protect the security of the ship's internal network and the shore network. Provide network load balancing and fault switching functions, and be able to switch to the backup connection in time in the event of network failure or abnormality to ensure the reliability of communication.

[0145] 3.1.4AIS communication

[0146] The multi-network integration management software module of ship-shore communication provides an interface with the AIS communication equipment to achieve connection and data transmission with the AIS communication network. The multi-network integration ship-shore communication system engineering prototype is connected to the AIS equipment through the serial port, and the AIS communication equipment is connected through the VHF radio, using VHF radio signals to send and receive AIS data. By parsing the AIS data, relevant information of the ship can be obtained. At the same time, the equipment needs to have the ability to receive and parse AIS data, and use fixed interfaces and protocols to achieve connection and data transmission with the AIS equipment.

[0147] VHF Radio Connection

[0148] AIS communication equipment communicates via a VHF radio system. VHF radio is a short-range communication technology that is usually used to communicate between ships. AIS equipment sends AIS data, including the ship's identity information, location, navigation status, etc., via VHF radio signals. After other ships receive the signal, they can parse and display the corresponding AIS data.

[0149] Data Transfer

[0150] AIS communication equipment sends AIS data via VHF radio signals. The data can be AIS messages, including information such as the ship's location, sailing speed, and heading. The equipment encapsulates this data into a specific message format and broadcasts it via VHF radio signals. After receiving the AIS data, other ships can parse and display the corresponding information.

[0151] Receiving and parsing

[0152] The multi-network integrated ship-shore communication system engineering prototype is connected to the AIS communication equipment, has the ability to receive and parse AIS data, and uses the AIS decoder to parse the received AIS data. The decoder converts the VHF signal into digital data and parses the ship information in the AIS message.

[0153] Fixed interfaces and protocols

[0154] The interface between the multi-network integrated ship-shore communication system engineering prototype and the AIS communication equipment is a fixed connection interface, such as NMEA 0183 or NMEA 2000 interface. The interface defines the electrical and communication protocols between the equipment and the AIS equipment, enabling the equipment to connect to the AIS equipment through these interfaces and perform data transmission.

[0155] 3.1.5VDES(UHF / VHF) communication

[0156] The multi-network integration management software module of ship-shore communication provides an interface with VDES (UHF / VHF) communication equipment to achieve connection and data transmission with the VDES (UHF / VHF) communication network. The multi-network integration ship-shore communication system engineering prototype is connected to the VDES (UHF / VHF) equipment through the serial port, and the VDES (UHF / VHF) communication equipment is connected through the VDES (UHF / VHF) radio, using the VDES (UHF / VHF) radio signal to send and receive voice or digital data. Through the appropriate interface and protocol, the device can connect and transmit data with the VDES (UHF / VHF) equipment.

[0157] VDES (UHF / VHF) radio connection

[0158] VDES (UHF / VHF) communication equipment sends and receives voice, data and other information through radio signals. Both parties need to perform frequency modulation communication on the same frequency to achieve data transmission. VDES (UHF / VHF) communication connection configuration function requires input of relevant parameters of VDES (UHF / VHF) communication equipment, such as frequency, frequency modulation mode, etc. Active and passive connection modes are supported. Active connection allows the ship to actively initiate a communication connection; passive connection allows the ship to wait for other ships or shore base stations to establish a communication connection with it.

[0159] Frequency and channel selection

[0160] The communication frequency of VDES (UHF / VHF) communication equipment is allocated in the VHF band, with a specific frequency range. The communication equipment needs to select the appropriate frequency and channel before communication. Provides channel management and optimization functions, allowing users to set and manage VHF communication channels as needed. Supports channel scanning and optimization to automatically select available channels and communicate in the best way. Provides channel planning and frequency modulation mode settings to meet different communication environments and needs.

[0161] Data Transfer

[0162] VDES (UHF / VHF) communication equipment can transmit data via voice or digital means. Voice communication is transmitted by modulating voice signals, and both parties can talk directly; digital communication can convert data into digital signals for transmission through specific protocols and encoding methods, which can achieve a higher data transmission rate. In digital communication, the communicating parties need to negotiate the protocol and data format to be used before communication. It supports low-speed data transmission and can transmit small files such as text and pictures; it provides data compression and error correction functions to improve the efficiency and reliability of data transmission. It has a security mechanism for data transmission, including data encryption and identity authentication, to ensure the confidentiality and integrity of data.

[0163] Fixed interfaces and protocols

[0164] The interface with the VDES (UHF / VHF) communication equipment is usually a fixed connection interface, such as NMEA 0183 or NMEA 2000 interface. This interface defines the electrical and communication protocols between the equipment and the VDES (UHF / VHF) equipment, so that the multi-network integration ship-shore communication system engineering prototype can be connected to the VDES (UHF / VHF) equipment through these interfaces and perform data transmission.

[0165] Base station coverage and roaming

[0166] Provides query and display of VHF base station coverage in the area where the ship is located, so that the ship can choose the appropriate communication method and communication frequency according to the actual situation. Supports multi-base station switching and roaming functions, allowing the ship to automatically switch to the best base station when moving to maintain the continuity and stability of communication.

[0167] Security and reliability

[0168] Provides security mechanisms in VDES (UHF / VHF) communications, including authorization authentication, data encryption, etc., to ensure the security of communications. Supports anti-interference and noise reduction functions to improve the quality and reliability of communications. Provides network load balancing and fault switching functions, and can switch to backup connections in a timely manner in the event of network failure or abnormality to ensure the continuity and reliability of communications.

[0169] 3.2 Network Status Monitoring

[0170] The multi-network integration management software module for ship-to-shore communication can monitor the status of multiple communication networks in real time, including network speed, delay and other indicators. By monitoring the network status, you can understand the performance of each communication network, monitor the status of multiple communication networks in real time, including network connection, network bandwidth, network delay, data transmission and other indicators, and perform route optimization and data transmission control according to actual conditions, so as to ensure smooth and stable ship-to-shore communication.

[0171] 3.2.1 Network connection monitoring

[0172] Real-time monitoring

[0173] Real-time monitoring of the connection status of each communication network, including establishment, disconnection and abnormal interruption, is achieved by setting corresponding monitoring threads and detection logic in the software.

[0174] Display the connection status of each network and monitor the network connection quality in real time, such as connection delay, packet loss rate, etc.

[0175] Anomaly detection and alarm

[0176] When an abnormality occurs in the network connection, such as disconnection or degradation of network quality, the system should be able to detect it in time and trigger an alarm mechanism by setting corresponding thresholds and trigger conditions.

[0177] Provides alarm notification function, which can promptly notify administrators or users when network connection is abnormal. Notification methods include sound, text message, email, etc., and can also be achieved by integrating existing alarm systems.

[0178] 3.2.2 Network bandwidth monitoring

[0179] The bandwidth of each communication network is measured regularly and the network bandwidth usage is displayed.

[0180] Supports real-time monitoring and historical recording of bandwidth to understand the changing trend and usage of network bandwidth.

[0181] 3.2.3 Network delay monitoring

[0182] Measure the latency of various communication networks, including round-trip latency and one-way latency.

[0183] Displays real-time monitoring results of network latency and provides history for latency analysis and optimization.

[0184] Provides a network delay alarm function, and can promptly notify administrators or users when the delay exceeds the set threshold.

[0185] 3.2.4 Data transmission monitoring

[0186] Monitor data transmission speed, packet loss rate, latency and other indicators to evaluate the data transmission performance of each communication network.

[0187] Displays real-time monitoring results of data transmission and provides historical records for data transmission analysis and optimization.

[0188] Provides data transmission alarm function, and can promptly notify administrators or users when data transmission performance degrades.

[0189] 3.3 Routing Optimization

[0190] The multi-network integration management software module for ship-to-shore communication needs to dynamically optimize routing based on network status. Based on the real-time monitored network status, the software module can determine the availability and performance of each communication network, and select the optimal network for data transmission according to demand, thereby improving the speed, stability and reliability of communication to meet the needs of ship-to-shore communication.

[0191] 3.3.1 Network Performance Evaluation

[0192] Based on the real-time monitored network status, the performance of each communication network is evaluated, including indicators such as bandwidth, latency, stability, and packet loss rate.

[0193] According to the performance evaluation results, each communication network is classified into grades such as excellent, good, average, poor, etc. for routing selection.

[0194] 3.3.2 Routing Strategy

[0195] Based on the real-time monitored network status and requirements, a variety of routing selection strategies are designed to select the optimal communication network for data transmission.

[0196] The routing selection strategy can be optimized and determine the best route based on different indicator weights, such as bandwidth, latency, etc.

[0197] 3.3.3 Dynamic routing switching

[0198] Dynamically monitor changes in network status. When the performance of a network degrades or the connection is disconnected, it can immediately switch to other available networks for data transmission to ensure the continuity and stability of communication.

[0199] Dynamic routing switching is performed based on the performance and requirements of different networks to select the best network for data transmission.

[0200] 3.3.4 Priority and service type

[0201] Set different routing optimization strategies according to different priorities and business types.

[0202] Certain key businesses or specific applications can be set to use a specific communication network first to ensure the service quality of key businesses.

[0203] 3.4 Data Processing

[0204] 3.4.1 Data Preprocessing

[0205] The main task of data processing is to obtain various scene perception and business data such as ship navigation trajectory, hull posture, environmental perception, control instructions, operation data, ship management data, etc. from multiple networks, and perform pre-processing for subsequent analysis and conversion.

[0206] Data collection: Through the multi-network access module, various data of the ship are collected in real time using 4G / 5G, Beidou short message, satellite, AIS, VDES (UHF / VHF) and other networks. The data includes but is not limited to ship status information (such as speed, heading, position, etc.), perception information (such as meteorological information, water depth information, etc.), navigation plan data (such as scheduled route, speed, heading, etc.) and shore-based navigation instructions and control information (such as speed adjustment, heading adjustment, etc.).

[0207] Data preprocessing: Clean, deduplicate, and convert the collected raw data for subsequent parsing and conversion. Data from different networks needs to be converted into a unified format to avoid difficulties in parsing and conversion caused by data in different formats.

[0208] Data cleaning: Remove invalid, erroneous or duplicate data to ensure data integrity and accuracy. For data from different networks, perform corresponding cleaning operations to remove null values, correct erroneous data, remove outliers, etc.

[0209] Data collation: Normalize and standardize data of different formats and types for subsequent data processing and analysis. For data from different networks, perform corresponding collation operations, unify data types, standardize timestamps, etc.

[0210] Data format conversion: Convert data from different networks into a unified format for subsequent data parsing and conversion, convert data packets of different protocols into a common data format, convert binary data into text data, etc.

[0211] 3.4.2 Data analysis

[0212] Data parsing is to convert the preprocessed data into a format that is easy to understand and analyze for subsequent use. The details are as follows:

[0213] Protocol parsing: Perform protocol parsing on data from different networks and restore the data packets to the original data format. Considering the diversity and complexity of the data, it is necessary to develop parsers suitable for various network protocols. Convert network data packets into recognizable protocol data for subsequent data processing and analysis. The method of protocol parsing varies depending on the protocol type, and the corresponding parsing method and algorithm need to be selected according to the different protocol types. For the TCP / IP protocol, the source address, destination address, port number and other information can be obtained by analyzing the information in the IP header and TCP header. For custom protocols, corresponding parsing needs to be performed according to the protocol specifications.

[0214] Data structuring: The parsed data is structured to facilitate subsequent data analysis and processing. Machine learning algorithms are used to classify, cluster, and extract features from the data to facilitate subsequent data analysis and decision-making. The data structuring method varies depending on the data type. The corresponding structuring method and algorithm are selected according to different data types. For text data, the text is converted into structured vocabulary and entity information through technologies such as word segmentation, part-of-speech tagging, and named entity recognition. For binary data, the binary data is converted into a structured data format through technologies such as decoding and deserialization.

[0215] Exception handling: handle abnormal situations that may occur during the parsing process, such as parsing errors, incorrect format, packet loss, damage, etc., to ensure the integrity and accuracy of the data. Fault-tolerant mechanisms and verification mechanisms can be used to detect and handle abnormal data.

[0216] Anomaly detection: Detect and mark abnormal situations through certain algorithms and rules, detect outliers through statistical methods, and detect data that does not conform to the rules through comparison methods.

[0217] Exception classification: Exceptions are classified into different categories for better exception handling. They can be divided into general exceptions and severe exceptions according to their severity.

[0218] Exception handling: Take corresponding measures for different exception categories. For parsing errors, you can retry or use alternative solutions; for incorrect formats, you can perform data cleaning or format conversion; for missing data, you can perform interpolation or deletion operations.

[0219] 3.4.3 Data Conversion

[0220] Data conversion refers to converting the format of the parsed data so that it can adapt to different application scenarios. The details are as follows:

[0221] Format conversion: Convert the parsed data into a unified format to facilitate centralized management and analysis of data. All data can be converted into JSON or XML format to facilitate subsequent data processing and interaction.

[0222] Data adaptation: According to different application scenarios, the data is adapted and converted accordingly. For control instructions, they need to be converted into instruction formats that can be understood by the ship; for perception information, they need to be converted into graphic or image formats for more intuitive understanding and analysis.

[0223] Data encryption and security protection: Encrypt and protect data to prevent data leakage and illegal access. Use encryption algorithms to encrypt data, and set access rights and identity authentication mechanisms to protect the confidentiality and integrity of data.

[0224] 3.5 Ship-to-shore communication

[0225] Provide two-way communication between ship and shore to meet the real-time ship-shore communication needs of remote control and automatic berthing and unberthing systems, including sending and receiving instructions. The ship can receive instructions from the shore and perform corresponding operations, and can also transmit the ship's status information and data to the shore for real-time monitoring and data analysis. Specific functions include control instruction definition, control instruction sending, control instruction receiving, control instruction parsing, control instruction processing, etc.

[0226] Business Functions

[0227] Listening in distress: Listening to emergency distress calls from ships on a dedicated channel and making wireless calls;

[0228] Information broadcasting: broadcasting navigation warnings, navigation notices, weather warnings, weather forecasts and other relevant emergency information;

[0229] Wired and wireless communication: two-way communication between ship and land telephone users is achieved through manual transfer.

[0230] DSC communication: can receive and send DSC distress alert information.

[0231] Management Features

[0232] Remote monitoring function: Real-time remote monitoring of the operating status of each base station, including radio power, operating temperature, power supply working status and other data.

[0233] Remote data maintenance function: remotely maintain the working parameters of each device in the base station system, including transceiver power, channel, and stepless noise adjustment.

[0234] Recording function: System channel recorder and interface, can record each wireless channel.

[0235] Recording and scheduled broadcasting: It can record broadcasting content and select the corresponding channel of VHF shore station for playback, realizing voice recording and automatic broadcasting of scheduled information.

[0236] 3.6 Data Security

[0237] 3.6.1 Data Communication Security

[0238] The system design uses the TLS1.3 protocol version for data transmission, aiming to improve security and performance. TLS1.3 simplifies the protocol design, removes some insecure encryption algorithms and old features, and provides a faster and more secure encryption mechanism. In terms of security, performance, and privacy protection, TLS1.3 provides a more advanced encryption mechanism to prevent many man-in-the-middle attacks; the handshake process of TLS1.3 is more efficient and has less network latency. TLS1.3 can achieve forward secrecy and protect the long-term security of communication content.

[0239] 3.6.2 Data encryption security

[0240] Data encryption uses the symmetric encryption algorithm SM4, which has the following advantages:

[0241] It has high security and is similar to AES. It is a block cipher algorithm with a 128-bit key length and a 64-bit block length, and can resist differential attacks and linear attacks.

[0242] Key management is simple. Since it is symmetric encryption, the same key is used for encryption and decryption, so key management is relatively simple.

[0243] Fast speed: SM4's encryption and decryption speed is relatively fast, making it suitable for scenarios where large amounts of data need to be encrypted and decrypted quickly.

[0244] 3.6.3 Secret Key Security Technology

[0245] The secret key security technology needs to adopt the national secret SM3. The SM3 cryptographic hash algorithm gives the calculation method and calculation steps of the hash function algorithm, and gives a calculation example.

[0246] SM3 is particularly suitable for digital signatures and verification in commercial cryptographic applications, the generation and verification of message authentication codes and the generation of random numbers, which can meet the security requirements of various cryptographic applications. For bit messages with an input length less than 2 to the power of 64, after padding and iterative compression, a hash value with a length of 256 bits is generated, which uses XOR, modulo, modulo addition, shift, and, or, and negation operations, and consists of padding, iterative process, message expansion and compression functions.

[0247] 4 Key Processes

[0248] 4.1 Internal Interface

[0249]

[0250]

[0251] 4.2 Multi-network switching strategy, latency, and reliability

[0252] 4.2.1 Routing Strategy

[0253] a. Design a variety of routing selection strategies based on the real-time monitored network status and requirements to select the optimal communication network for data transmission.

[0254] Priorities and business types need to be divided, and different businesses use different network channels. For example, remote driving control commands should have the highest priority, and video data has a large amount of data and cannot be connected to the satellite network.

[0255] b. The routing selection strategy can be optimized and determine the best route based on different indicator weights, such as bandwidth, delay, etc.

[0256] c. The routing selection strategy switches to the best route. If the best route is unstable, the route will switch back and forth repeatedly, so the device will be disconnected continuously, and high-priority remote driving control will be seriously threatened. Additional measures need to be configured to prevent this from happening.

[0257] 4.2.2 Network Performance Evaluation

[0258] Dynamically monitor changes in network status, determine whether a network's performance has degraded or its connection has been disconnected based on latency and packet loss, and instantly switch to other available networks for data transmission to ensure the continuity and stability of communications.

[0259] Monitoring the degree of network connectivity here is a difficult judgment point to grasp, especially in environments such as satellite, 4G, and 5G where signals are easily interfered with.

[0260] 4.2.3 Policy Routing Management

[0261] Here we configure the global parameters of the multi-network integration module:

[0262] #Firewall mask

[0263] Output of "ip-4rule show"

[0264] -------------------------------------------------

[0265] 0:from all lookup local

[0266] 1001:from all iif eth5 lookup 1

[0267] 1004:from all iif usb0 lookup 4

[0268] 2001:from all fwmark 0x100 / 0x3f00 lookup 1

[0269] 2004:from all fwmark 0x400 / 0x3f00 lookup 4

[0270] 2061:from all fwmark 0x3d00 / 0x3f00 blackhole

[0271] 2062: from all fwmark 0x3e00 / 0x3f00 unreachable

[0272] 3001:from all fwmark 0x100 / 0x3f00 unreachable

[0273] 3004: from all fwmark 0x400 / 0x3f00 unreachable

[0274] 32766:from all lookup main

[0275] 32767:from all lookup default

[0276] Here you can view the system ip rule table from the previous menu Status-MultiWAN Manager-Troubleshooting.

[0277] The firewall mask 0x3F00 here is used to mask the interfaces or rules 0x100, 0x400, 0x3d00, and 0x3e00.

[0278] Of course, you can also configure it to 0xFF00, so that 0x100, 0x400, 0x3d00, 0x3e00 will become 0x100, 0x400, 0xfd00, 0xfe00, as follows:

[0279] Output of "ip-4rule show"

[0280] -------------------------------------------------

[0281] 0:from all lookup local

[0282] 1001:from all iif eth5 lookup 1

[0283] 1004:from all iif usb0 lookup 4

[0284] 2001:from all fwmark 0x100 / 0xff00 lookup 1

[0285] 2004:from all fwmark 0x400 / 0xff00 lookup 4

[0286] 2061:from all fwmark 0xfd00 / 0xff00 blackhole

[0287] 2062:from all fwmark 0xfe00 / 0xff00 unreachable

[0288] 3001:from all fwmark 0x100 / 0xff00 unreachable

[0289] 3004:from all fwmark 0x400 / 0xff00 unreachable

[0290] 32766:from all lookup main

[0291] 32767:from all lookup default

[0292] The firewall mask can generally remain at the default value of 0x3F00, which has no effect on the multi-link policy.

[0293] IP rules 1001 to 1004 are for wan1, wan4 respectively. This rule means: if the packet comes from the WAN interface, use the main routing table regardless of the tag.

[0294] IP rules 2001 to 2004 are used for wan1 and wan4 respectively. This rule means: if the packet is marked

[0295] If there are 0x100 and 0x400, please use the corresponding WAN interface routing table.

[0296] IP rule 2061 is a black hole rule. This rule states: If the packet is marked with 0xfd (black hole), the packet is silently dropped.

[0297] IP rule 2062 is an unreachable rule. This rule states: If the packet is marked with 0xfe (unreachable),

[0298] The packet is discarded and the access is returned as unreachable.

[0299] #Log: Used to enable global firewall logging. There is too much information, so it is not recommended to turn it on.

[0300] #Routing table search: Scan this routing table at the same time to find the connected network. Usually we can use the system default main routing table. It is not recommended to search these custom routing tables to prevent unpredictable failures caused by improper custom routing.

[0301] Configure the multi-network integration module-interface here:

[0302] This interface must be configured in the previous Network-Interface chapter:

[0303] Here it shows that the following 4 WAN ports have been configured: wan1, wan2, wan3, wan4

[0304] #Interface-Add / Edit

[0305] When adding a new one, you need to enter the WAN port configured in the previous Network-Interface chapter in the input box.

[0306] Then click - Add:

[0307] In the pop-up interface configuration menu, you need to configure the following:

[0308] #Enabled - Check.

[0309] #Initial state - can be specified as online or offline before the WAN link starts to detect connectivity.

[0310] #Internet Protocol-Select IPv4 here

[0311] #Host or IP address to be tracked - the public IP address of the ping for wan link connectivity detection. There can be multiple, the following are commonly used: 223.5.5.5 101.226.4.6

[0314] Ping this host or IP address to determine whether the link is online. Leave it blank to assume that the interface is always online. Tracking mode # Tracking reliability - 1 (default)

[0315] Value range: 1-100. This setting specifies how many IP addresses can be connected before the interface is considered online #Ping count - 1 (default)

[0316] How many packets are pinged each time?

[0317] #Ping size - 56 (default)

[0318] #Max TTL-60

[0319] # Check the connection quality

[0320] Error delay [ms] -1000: If the delay exceeds 1000ms, it is considered unavailable.

[0321] Error packet loss [%] -40: Packet loss rate exceeding 40% is considered unavailable.

[0322] Recovery delay [ms] -500: If the delay is less than 500ms, the connection is considered restored.

[0323] Packet loss recovery [%] -10: When the packet loss rate is less than 10%, the connection is considered to be restored.

[0324] #Ping timeout - 4 seconds: If there is no response to a ping packet for more than 4 seconds, it is considered that the ping packet failed.

[0325] #Ping interval - 10 seconds: the detection interval of each ping packet

[0326] #Fault detection interval - 5 seconds: Ping interval during fault detection

[0327] #Maintain fault detection interval: Ping fault detection interval maintained during the fault state

[0328] #Failure recovery interval - 5 seconds: Ping interval during failure recovery

[0329] #Interface offline-5

[0330] When the number of ping failures reaches this value, the interface will be considered offline

[0331] #Interface online-5

[0332] When the number of successful pings reaches this value, the interface that has been considered offline will be brought back online and refreshed.

[0333] #Connection tracking table - do not select this

[0334] Refresh the global firewall connection tracking table when an interface event is triggered

[0335] #Number of hops - 400

[0336] This shows the metric configured for this interface in the previous Network-Interface chapter.

[0337] The range is 1 to 9999

[0338] Multi-link fusion module - The switching priority of each multi-wan link is compared with this parameter first. The smaller the value, the higher the priority.

[0339] Here we configure the multi-network integration module-members:

[0340] The interfaces used in the member configuration here must be configured in the previous Network-Interface chapter:

[0341] The following takes 4 WAN ports as an example: wan1, wan2, wan3, wan4

[0342] Each WAN port is configured with at least one member. In order to ensure reliable multi-link scheduling, multiple members should usually be configured to cope with various complex and changeable network signal changes.

[0343] #Members-Add / Edit

[0344] When adding a new member, you need to enter the member's name in the input box. It can be written freely without Chinese characters, but for easy identification, it is usually written as wan1_m1_w1 wan2_m1_w1 wan3_m1_w1 wan4_m1_w1.

[0345] wan1 wan2 wan3 wan4 represents their respective wan ports

[0346] m1 represents the hop number of the member wan1_m1_w1, which is 1. This means that if this member is used in the subsequent multi-link scheduling strategy, its priority is 1. The value range is (1 to 256), with 1 representing the highest priority.

[0347] Priority.

[0348] w1 represents the weight of the member wan1_m1_w1, which is 1. Weight generally takes effect when members with the same number of hops are combined. The value range is (1 to 1000).

[0349] #Example

[0350] Now define the following strategies:

[0351] 1. The policy_balanced_0001 policy includes wan4_m1_w1 and wan1_m2_w1. Since wan4 is m1 (hop value = 1) and wan1 is m2 (hop value = 2), when both wan4 and wan1 are online, data will only be sent to wan4.

[0352] 2. The policy_balanced_0002 policy includes wan4_m1_w1 and wan1_m1_w1. Since wan4's m1 (hop value = 1) and wan1's m1 (hop value = 1) are the same, when wan4 and wan1 are both online, 50% of the data is sent to wan4 and 50% of the data is sent to wan1. Load balancing is achieved.

[0353] 3. The policy_balanced_0004 policy includes wan4_m1_w1, wan3_m1_w1, wan2_m1_w2 and wan1_m1_w6. Since the hop number m1 of wan4, wan3, wan2 and wan1 is the same, when wan4, wan3, wan2 and wan1 are all online, 10% [1 / (1+1+2+6)x100%] of the data is sent to wan4, 10% [1 / (1+1+2+6)x100%] of the data is sent to wan3, 20% [2 / (1+1+2+6)x100%] of the data is sent to wan2, and 60% [6 / (1+1+2+6)x100%] of the data is sent to wan1. Load balancing is also achieved.

[0354] Note: 5G modules can also be written as 5G_m1_w1, 5G_m2_w4, 5G_m3_w1, 5G_m2_w2, which is clear at a glance. Here is the configuration of the multi-network integration module-strategy:

[0355] Before configuring the policy, you need to configure the multi-network convergence module-members:

[0356] The following takes 4 WAN ports as an example: wan1, wan2, wan3, wan4

[0357] At least two strategies are configured for each WAN port. In order to ensure reliable multi-link scheduling, multiple strategies should usually be configured to cope with various complex and changeable network signal changes.

[0358] #Strategy-Add / Edit

[0359] The name that needs to be entered in the input box when adding a new one can be written freely without Chinese characters

[0360] Each wan port must be configured with an exclusive policy, written as wan1_only wan2_only wan3_onlywan4_only. wan1 wan2 wan3 wan4 represents each wan port.

[0361] Each wan port occupies its own member wan1_m1_w1 wan2_m1_w1 wan3_m1_w1 wan4_m1_w1

[0362] After each WAN port is configured with an exclusive policy, you need to configure a common scheduling policy:

[0363] The policy name is written as balanced, which includes wan1_m1_w1 wan2_m1_w1 wan3_m1_w1wan4_m1_w1, and the standby member is set to unreachable (reject).

[0364] This strategy will only be used in subsequent rules when load balancing is required.

[0365] When the device uses the priority scheduling policy, you need to configure a priority policy for multiple links to share:

[0366] The policy name is written as default_priority (default priority policy), which includes wan1_m100_w1 wan2_m200_w1wan3_m240_w1 wan4_m256_w1, and the standby member is set to unreachable (reject).

[0367] Configure the multi-network integration module-rules here:

[0368] Before the rules are configured, the routing scheduling of multi-link fusion will not work.

[0369] Before configuring the rules, you need to configure:

[0370] Multi-network integration module-interface

[0371] Multi-network integration module-member

[0372] Multi-network integration module-strategy

[0373] The following takes 4 WAN ports as an example: wan1, wan2, wan3, wan4

[0374] At least one rule should be configured. To ensure reliable multi-link scheduling, multiple rules should usually be configured to cope with various complex and changeable network signal changes.

[0375] #Rules-Add / Edit

[0376] The name that needs to be entered in the input box when adding a new one can be written freely without Chinese characters

[0377] A default rule is configured here: In general, the most basic multi-link pure priority scheduling can be achieved by configuring the default use of the main routing table.

[0378] Other strategies are needed to support some special functions of engineering prototypes:

[0379] For example: Traffic threat analysis and detection module

[0380] In the case of a satellite network, this module (large amount of data) is not allowed to use satellite resources. In this case, some rules need to be configured to allow the IP of the traffic threat analysis and detection module or certain traffic to use protocols and ports to direct traffic to the wan port outside the satellite network. Here, it can be directed to wan4 (5G).

[0381] Name it Threat_analysis_module_rule:

[0382] Direct the data of the TCP protocol source address 192.168.1.100 (the address of the traffic threat analysis and detection device) and the destination port 2800 (the port sent by the traffic threat analysis and detection device to the associated server) to wan4 (5G).

[0383] 4.3 Remote driving control requirements and reliability assurance

[0384] 4.3.1 Control requirements

[0385] For remote control of large ships, it is necessary to use technologies such as high-speed Ethernet and information compression to solve problems such as optimization delay and packet loss, study the motion response of ships under various working conditions and environmental factors, and solve the difficulties of large inertia, long time lag and high nonlinearity in motion control.

[0386] 1) Continuously obtain and display the ship scene perception information in real time. 2) Monitor the safety status of the ship and its system, and give maintenance suggestions based on the ship's status to ensure that the hull and system have sufficient reliability to ensure the safety of subsequent voyages. 3) The ship's propulsion and control system, communication and signal system can be remotely controlled to achieve remote control of the ship in various navigation scenarios. 4) Voice and data communication with pilots (if applicable), docks, auxiliary tugboats, surrounding manned ships, ship owners, and vessel traffic control centers (VTS). 5) Navigation support information can be sent to ships in standardized content and format, which can be automatically processed and used by the ship-side navigation control system. 6) The historical control commands and operations of the ship can be replayed. 7) Monitor the loading and unloading of ships (if applicable). 8) The equipment and setting of the remote control station communication facilities should be able to achieve effective voice and data information communication with docks, other ships, VTS centers, search and rescue centers, ship owners, and ship personnel (if any) during the ship's remote control navigation, and have sufficient bandwidth.

[0387] 4.3.2 Safeguard measures

[0388] 1) The ship has a remote control navigation function, and personnel can remotely control the navigation operations of the ship at the remote control station, including at least the propulsion and control systems, radio communication and signal systems. 2) Autonomous navigation in open waters (No): The ship should meet the scene perception requirements, be able to perceive and obtain the following scene information all day long, and transmit the perception information to the remote control station in real time for autonomous navigation decision-making: (1) Real-time environmental meteorological data during the ship's navigation, including wind speed, wind direction and visibility. (2) Real-time information of the ship, including ship position, speed and heading information; hull motion response, which should at least include: roll, pitch, bow pitch; bow, midship, stern and port draft. (3) AIS data of water targets. (4) Electronic chart data and updates. (5) Real-time information of other targets, including the position, movement direction, movement speed, size, actual distance, intersection angle with our ship, navigation signals and navigation status of other ships; other fixed obstacles and moving objects on the water surface. (6) Measured water depth at the ship's location. 3) Full-range autonomous navigation (Nn) (1) Real-time perception of the distance between the bow, stern and the shore and the angle between the ship and the shore. (2) Obtain information on port channel tides, flow velocity, flow direction changes and other relevant environmental information. 4) Vessels applying for the autonomous navigation function mark should be equipped with at least the following scene perception equipment: (1) Marine radar with ARPA function. (2) AIS. (3) Ship positioning, navigation and timing system (PNT). (4) Electronic chart display and information system. (5) Independent gyro compass or other ship heading system. (6) Depth sounder. (7) Speed ​​and range measuring device. (8) Ship motion sensor. (9) Wind speed and direction meter. (10) Visibility sensor. (11) Vessels applying for the full-range autonomous navigation function mark should also be equipped with short-range detection equipment, such as lidar. 5) Continuously obtain real-time video information within the viewing angle range of 112.5 degrees from the front to the port and starboard of the ship in the horizontal direction; when necessary, obtain real-time video information in all directions of the ship at any time; when necessary, obtain real-time video information from the bow to the stern of the ship at a 180-degree overlooking angle on both sides of the ship at any time. 6) Vessels applying for the R1 functional mark should be equipped with: remote control system, scene perception system, radio communication and signal system. The configuration and performance of the perception equipment should meet the requirements of points 4 and 5 above. In addition, an enhanced visual system should be equipped. The enhanced visual system should have a visibility distance of at least 6 nautical miles, including keeping the presented video clear and stable under poor visibility weather conditions such as night, fog, and heavy rain.

[0389] 4.4 Methods for realizing the fusion of radar information and AIS information

[0390] Currently, there is a traffic management system consisting of radar, AIS, wireless communication and other subsystems that monitors and coordinates ships in ports or entering and leaving ports, and provides these ships with the safety information they need for navigation.

[0391] The International Maritime Organization defines it as a service implemented by the competent authority to enhance traffic safety, improve traffic efficiency and protect the environment. It has four major functions: information service, navigation assistance service, traffic organization service and joint service. At present, in my country's coastal cities, it has played an important role in ship transportation management, maritime administrative law enforcement and protection of national maritime rights and interests.

[0392] 4.4.1 Radar System

[0393] The radar system is the main tool for real-time dynamic data collection and traffic monitoring of ships. The main tasks of the radar include: target detection and recording, target tracking, motion parameter calculation and dangerous situation judgment. If you want to evaluate the traffic conditions of the entire area, you need to obtain radar images through the radar system. Through radar images, you can quickly and intuitively judge the density and movement of ships in the channel, and then find areas with dangers such as collisions and groundings, or the severity of the danger that may develop after a maritime incident, and then determine whether necessary actions need to be taken.

[0394] 4.4.2AIS system

[0395] AIS (Automatic Identification System) is a ship automatic identification system. AIS is a method to improve collision avoidance on board; AIS is a method for VTS to obtain traffic status without radar; AIS is a method for making ship reporting plans. AIS continuously sends information at certain time intervals according to the navigation status of the ship. This information mainly includes static information and dynamic information. Static information includes IMO identification code, Maritime Mobile Service Identity (MMSI), call sign and ship name, length, width, ship type, and the position of the locator antenna (mainly GPS) on the ship (distance from the ship and the distance to the left and right of the center line).

[0396] The dynamic information mainly includes the ship's position and its accuracy mark and integrity status, Universal Coordinated Time (UTC time), true heading, ground speed, heading, navigation status, turning rate, etc.

[0397] 4.4.3 Necessity of information fusion

[0398] At present, most of the ship data collection and tracking are based on radar, and VHF voice communication is the main mode of ship traffic service. The introduction of AIS technology to ship data collection and tracking and implementation of services has three impacts: automatic ship identification and improvement of ship data quality; expansion of tracking range and improvement of tracking performance, as well as improvement and expansion of service functions.

[0399] According to SOLAS 1974, modern ships engaged in international transport should be equipped with at least one ECDIS and two radars / ARPA. In rain, fog and areas with dense ships, if a ship uses two radars at the same time, due to the relative relationship between the position of the antenna and the target ship and the different wavelengths of the radio waves, two echoes of the same ship will appear on the ECDIS. In addition to the AIS information, three different ship positions will appear on the display. This is likely to cause the driver to misjudge the situation and eventually cause risks.

[0400] The data sources and processing methods of ARPA and AIS of the same ship are different (ground motion and water motion, historical data and real-time data), so the motion parameters of the target ship obtained by radar / ARPA and AIS are different.

[0401] AIS ship static information, navigation related information and safety related short messages have nothing to do with radar information, while ship dynamic information is related to radar information. Therefore, the fusion of AIS information and radar information is mainly the fusion of AIS ship dynamic information and radar information.

[0402] 4.4.4 Basic principles of fusion

[0403] Radar system is the main tool for real-time dynamic data collection and traffic monitoring of ships. Information fusion is to make full use of the resources of multi-sensor system, through the reasonable control and utilization of the observation information of multi-sensor system, the redundant or complementary information of multi-sensor system in space or time is fused according to certain criteria to obtain consistent interpretation and description of the measured object.

[0404] In information fusion technology, multi-sensor system is the hardware foundation of information fusion, multi-source information is the processing object of information fusion, and analysis and comprehensive processing are the core of information fusion.

[0405] Information fusion is generally divided into three levels, from low to high: data-level fusion, feature-level fusion and decision-level fusion, among which decision-level fusion is the highest level of fusion.

[0406] Information fusion modes are divided into centralized fusion and distributed fusion.

[0407] Each sensor tracks the target independently, uses its own measurements to make local decisions, and reports the estimated results to the data fusion center, which aggregates multiple data at a higher level for further related synthesis processing. The data transmitted by centralized fusion is comprehensive, with no information loss, and the final decision has a high degree of confidence.

[0408] Distributed fusion transmits less data, has less stringent requirements on the transmission network, has a short processing time in the fusion center, has fast calculation speed, good reliability and continuity, and fast response speed. Centralized fusion transmits a large amount of data, has high requirements on the processor, has lower reliability, and takes a long time to process information, which affects the system's responsiveness; the tracking accuracy of distributed fusion is not as high as that of centralized fusion.

[0409] 4.4.5 Methods and steps of information fusion

[0410] To determine the existence of a target, the information provided by AIS is the real-time motion parameters, while the vector diagram of radar-type ARPA is derived by extrapolating previous radar data, and they are of different natures.

[0411] When the AIS ship position information and the radar echo are close, the two are fused together to display one ship information; when they are greatly different, the AIS information and the radar echo information are displayed separately. For the latter, how to display the more realistic operating status of the target is the problem of information fusion.

[0412] 1) The radar obtains the distance R (m) and azimuth (°) of the target, and the AIS obtains the longitude L and latitude l of the target position. 2) Before sending the data to the processor, ensure that the data obtained by the two devices are time synchronized. 3) Correlate the target track detected by the radar with the target track provided by the AIS to find the AIS target track and radar target track belonging to the same target.

[0413] 4) Before data fusion, the coordinate transformation of the data must be performed and the data of both parties should use the same format.

[0414] 5) The target data associated with the track is normalized using a certain algorithm criterion (normal membership function) to achieve the complementarity of the two types of information and improve the quality of data fusion.

[0415] 4.4.6 Problems in Information Fusion

[0416] The important prerequisite for information fusion processing is the temporal and spatial unification of the information of the two. The key is to determine the relevance of the information. The ultimate goal is to form a center-level track.

[0417] The current actual operating environment is complex, the number of targets is large, and the real-time performance is strong. For target information fusion, the effectiveness and reliability of various algorithms must be considered. At the same time, the system errors in the algorithm itself and the impact of the errors on track association and track fusion must be considered. The fusion algorithms are generally divided into two categories: one is based on statistics, and the other is based on fuzzy mathematics. Each category is divided into many specific algorithms. These algorithms must be studied and discussed in depth, simulated, and further explored in engineering implementation. The source, type, and environmental impact of radar and AIS information must be considered. There is redundancy and correlation between the information of the two. How to effectively correlate and fuse the information and establish a common center-level track is the main problem at present.

[0418] 4.5 Network Data Security Strategy

[0419] There are many access devices such as scene perception devices and video surveillance in the overall system architecture, and the deployment environment is all offshore ships, with complex sources of network traffic. Deploying a traffic threat analysis and detection system in the shore-based remote control station can provide good protection for the overall security of the platform.

[0420] The traffic threat analysis and detection system includes and can implement the following scenario modules:

[0421] 4.5.1 Threat Intelligence Detection

[0422] Relying on the massive data in the cloud, through the automated data processing technology based on artificial intelligence self-learning, relying on top research resources as the foundation, detailed analysis is carried out to confirm the means, targets and purpose of the attack. Through artificial intelligence combined with big data knowledge and the attacker's multi-dimensional characteristics, the full picture of the attacker is restored. The attacker is "tracked" through the full picture characteristics, and unknown threats are continuously discovered, ultimately ensuring the accuracy of the unknown threats discovered.

[0423] 4.5.2 Analysis Platform

[0424] The analysis platform is used to store traffic logs, alarm logs and alarm logs submitted by sensors and file threat identifiers; it processes all data quickly and provides support for retrieval, collides stored logs with threat intelligence and performs log correlation analysis to generate alarms and display threat situations on a 4K screen; it supports in-depth analysis of alarms, supports hunting analysis and visualization based on alarm fields, and restores the entire process of the victim host being attacked in the original alarm from the perspective of the attack chain; for alarms that are determined to be threat events, the analysis platform provides a custom orchestration process to issue corresponding disposal instructions. The analysis platform is responsible for the storage, preprocessing and retrieval of all data, and realizes full-package forensic analysis and custom data packet analysis capabilities for precise alarms.

[0425] 4.5.3 Flow sensor mirroring

[0426] The mirrored traffic of the network traffic is collected and restored. The restored traffic log will be encrypted and transmitted to the analysis platform. The PE and non-PE files in the traffic mirror will be encrypted and transmitted to the file threat identifier for detection after restoration. The header information of the network layer, transport layer and application layer, and even important load information, will be extracted. This information will be transmitted to the analysis platform through an encrypted channel for unified processing. The built-in threat detection process of the sensor can detect attack behaviors in various network protocols and provide alarm displays in multiple dimensions. The built-in webshell sandbox can accurately detect PHP backdoors and record related information. It has the ability to match threat intelligence in real time and can detect threats such as malware and APT events. The various alarms generated will be encrypted and transmitted to the analysis platform for unified analysis and management.

[0427] 4.5.4 File Threat Identification

[0428] During the entire detection process, files are subjected to threat intelligence matching, sandbox detection, static detection, dynamic detection and other detections, and malicious files are discovered and alerted in a timely manner. The alarm log can be transmitted to the analysis platform for unified analysis. Files are subjected to advanced threat detection through the file threat identifier, which can receive a large number of files restored from sensors, and use a series of signature-free detection methods such as static detection, dynamic detection, and sandbox detection to discover advanced threats that traditional security devices cannot discover, and provide threat-related situations to security managers in the form of reporting behaviors.

[0429] The beneficial effects of the present invention are as follows: the present invention uses a multi-link aggregation system to improve network transmission rate and stability in the application scenario of inland waterway shipping of ships, and can complement the satellite communication system to further enhance business stability.

[0430] The above contents are further detailed descriptions of the present invention in combination with specific preferred embodiments, and it cannot be determined that the specific implementation of the present invention is limited to these descriptions. For ordinary technicians in the technical field to which the present invention belongs, several simple deductions or substitutions can be made without departing from the concept of the present invention, which should be regarded as falling within the protection scope of the present invention.

Claims

1. A multi-network integrated ship-to-shore communication system, characterized by: It includes a hardware part and a software part. The hardware part includes an integrated circuit board, and a power module, an edge computing module, a communication module, and an expandable communication interface installed on the integrated circuit board. The communication module includes a 4G / 5G communication module and / or a satellite module and / or a microwave module and / or a VHF module and / or an AIS module and / or a Beidou satellite module. The edge computing module is respectively connected to the power module, the communication module, and the expandable communication interface. The power module is used to provide power to the multi-network integration ship-shore communication system. The software part includes a multi-network integration management software module, which is installed in the edge computing module and integrated into the terminal box together with the hardware part. The multi-network integration management software module supports network status monitoring, data processing, and routing optimization; the multi-network integration management software module includes a communication driver layer, an operating system layer, a service software layer, and a business application layer, wherein, The communication driver layer is used to manage and schedule the drivers of different communication modules to achieve the integration and optimization of multi-access network communications. At the same time, it uses cross-layer optimization and intelligent routing scheduling technology to dynamically select the optimal communication network for data transmission according to business needs and network conditions; The service software layer: supports upper-layer service applications through data services such as time synchronization services, data access, service sniffing, network environment monitoring, cross-layer optimization scheduling, intelligent routing, network switching, system monitoring management, and system backup, and realizes multi-access network communication integration and optimization through real-time monitoring and analysis of access terminal devices, as well as intelligent routing and network switching based on the characteristics of service traffic and the network environment; The business application layer: identifies and forwards multicast data packets to achieve seamless communication and data interaction between ships and shore-based centers; provides integration and optimization of surface monitoring, emergency video calls, water sensor data, AIS tracks, radar, and ADS-B business applications for intranet users of ships and shore-based centers, and extranet users can use the Internet to enjoy live video broadcasts, voice and video calls, text chats, and extranet portal applications.

2. The multi-network integrated ship-to-shore communication system according to claim 1, characterized in that: The communication driver layer includes a 4G / 5G driver, an AIS driver, a satellite communication driver, an 802.11 driver, a Beidou communication driver, and a driver supporting VHF and UHF communication modules. The firmware supported by the operating system layer includes Ubuntu, Centos, Debian, Openwrt, Almalinux, and istoreos.

3. The multi-network integrated ship-to-shore communication system according to claim 1, characterized in that: In the service software layer, The time synchronization service is a technical service that realizes time synchronization of computers or devices distributed in different regions and time zones through the Internet or other communication means; The data access: transmits the data generated in the multi-access network to the time system service for processing and analysis. Through the data access design, unified management and analysis of various types of network data are achieved, providing a data basis for subsequent business sniffing and network environment monitoring functions; the data access includes data collection, protocol analysis, and data storage; The service sniffing is used to perform real-time service traffic analysis and identification. By sniffing the service traffic, the type of service and the characteristics of the traffic can be analyzed, including real-time service flow and historical service flow, to provide a basis for intelligent routing and network switching, so as to dynamically adjust the network routing and switching strategies according to the type and characteristics of the service. The network environment monitoring is used to monitor and analyze the network environment in the multi-access network in real time; it uses SNMP and NetFlow protocols to obtain the status information of network devices and links, and provides a basis for intelligent routing and network switching by monitoring the bandwidth, delay, and packet loss indicators of the network, and performs network optimization and scheduling according to the monitoring results; The cross-layer optimization scheduling is responsible for analyzing and optimizing the cross-layer performance of the network protocol to achieve optimization of network communication; Intelligent routing: According to the characteristics of business traffic and the network environment, a dynamic routing protocol is used to dynamically adjust the network routing strategy to achieve multi-path selection and load balancing, as well as traffic scheduling and optimization of multi-access networks; The network switching is used to implement fast network switching and seamless roaming according to changes in the network environment when a network failure or optimization demand occurs in a multi-access network, using policy routing and VLAN technology to ensure network connectivity and stability, and to decide whether to perform network switching according to the results of service sniffing and network environment monitoring; System monitoring and management: the process of monitoring and managing the operating status of converged access devices and systems, realizing fault detection, performance monitoring and log management operations on access devices, timely discovering problems and potential risks in the system, solving them through management measures, and managing the configuration and upgrade of the system; The system backup is the process of backing up and restoring the data of the integrated access device and system. The system is protected by regularly backing up data and configuration files, and establishing redundant systems and networks, so that data and system operation can be restored in time in the event of system failure or data loss.

4. The multi-network integrated ship-to-shore communication system according to claim 2, characterized in that: The multi-network integration management software module provides an interface with the mobile operator to realize interaction and data transmission with 4G / 5G network equipment; the multi-network integration management software module realizes connection with the base station of the mobile operator through the 4G / 5G communication module, uses the SIM card for identity authentication and access, performs data transmission and communication control through the data protocol, and configures IP addresses, routing and communication services to realize interaction and data transmission with the network; the SIM card contains the identification information and network access rights of the multi-network integration ship-to-shore communication system, and performs identity authentication and access with the network of the mobile operator through the SIM card; The multi-network integration management software module provides an interface with the Beidou system to realize interaction and data transmission with the Beidou short message device; the Beidou short message device establishes a satellite communication signal connection with the Beidou system through the built-in terminal communication module, uses the data protocol specified by the Beidou system to define and parse the data format, and performs corresponding communication service configuration and communication control; The multi-network integration management software module provides an interface with satellite communication equipment to achieve connection with the satellite network and data transmission; the multi-network integration ship-to-shore communication system is connected to the ground station, uses antennas and radio frequency connections to send and receive data, encapsulates and transmits data through specific protocols and frame structures, and performs access control and authentication to ensure the security and effectiveness of data transmission; The multi-network integration management software module provides an interface with the AIS communication device to achieve connection with the AIS communication network and data transmission; the multi-network integration ship-shore communication system is connected to the AIS device through a serial port, and the AIS communication device is connected through a VHF radio, using VHF radio signals to send and receive AIS data, and by parsing the AIS data, the relevant information of the ship is obtained, and at the same time, a fixed interface and protocol are used to achieve connection with the AIS device and data transmission; The multi-network integration management software module provides an interface with the VDES communication equipment to achieve connection with the VDES communication network and data transmission; the multi-network integration ship-shore communication system is connected to the VDES equipment through a serial port, and the VDES communication equipment is connected through a VDES radio, using VDES radio signals to send and receive voice or digital data, and the multi-network integration ship-shore communication system is connected to the VDES equipment through an interface and protocol for data transmission.

5. The multi-network integrated ship-to-shore communication system according to claim 2, characterized in that: The multi-network integration management software module can monitor the status of multiple communication networks in real time, including network connection, network bandwidth, network delay, data transmission, and perform route optimization and data transmission control according to actual conditions to ensure smooth and stable ship-to-shore communication. The network connection monitoring: real-time monitoring of the connection status of each communication network, including establishment, disconnection and abnormal interruption, is achieved by setting corresponding monitoring threads and detection logic in the software; when the network connection is abnormal, it can be detected in time and the alarm mechanism can be triggered by setting corresponding thresholds and triggering conditions; an alarm notification function is provided, and when the network connection is abnormal, the administrator or user can be notified in time; The network bandwidth monitoring: regularly measuring the bandwidth of each communication network, and displaying the network bandwidth usage, and supporting real-time monitoring and historical records of bandwidth; The network delay: measures the delay of each communication network, including round-trip delay and one-way delay, displays the real-time monitoring results of the network delay, and provides historical records for delay analysis and optimization, and provides an alarm function for network delay. When the delay exceeds the set threshold, the administrator or user can be notified in time; The data transmission monitoring: monitors the data transmission speed, packet loss rate, and delay index to evaluate the data transmission performance of each communication network, displays the real-time monitoring results of data transmission, and provides historical records to facilitate data transmission analysis and optimization, and provides an alarm function for data transmission. When the data transmission performance decreases, the administrator or user can be notified in time; The multi-network integration management software module can dynamically optimize routing based on network status; the multi-network integration software module determines the availability and performance of each communication network based on the network status monitored in real time, and selects the optimal network for data transmission based on demand; The task of the data processing is to obtain the ship's navigation track, hull posture, environmental perception, control instructions, operation data, ship management data scene perception and business data from multiple networks, and perform preprocessing for subsequent analysis and conversion; the data processing includes data preprocessing, data analysis, and data conversion, and the data preprocessing includes the following steps: Data collection steps: Use 4G / 5G, Beidou short message, satellite, AIS, and VDES networks to collect various ship data in real time; Data preprocessing steps: clean, deduplicate, and convert the collected raw data. For data from different networks, convert them into a unified format. Data cleaning steps: remove invalid, erroneous or duplicate data to ensure data integrity and accuracy; Data sorting steps: normalize and standardize data of different formats and types; Data format conversion steps: convert data from different networks into a unified format, convert data packets of different protocols into a common data format, and convert binary data into text data; The data analysis refers to converting the preprocessed data into a format that is easy to understand and analyze. The specific steps are as follows: Protocol parsing steps: Perform protocol parsing on data from different networks and restore the data packets to the original data format; for TCP / IP protocol, obtain the source address, destination address, and port number information by analyzing the information in the IP header and TCP header; for custom protocols, perform corresponding parsing according to the protocol specifications; Data structuring step: Structuring the parsed data; using machine learning algorithms to classify, cluster and extract features from the data; for text data, using word segmentation, part-of-speech tagging, and named entity recognition technology to convert the text into structured vocabulary and entity information; for binary data, using decoding and deserialization technology to convert the binary data into a structured data format; Exception handling step: handling the abnormal situations that may occur during the parsing process, using fault tolerance mechanisms and verification mechanisms to detect and handle abnormal data; Anomaly detection steps: detect and mark abnormal situations through set algorithms and rules, detect abnormal values ​​through statistical methods, and detect data that does not conform to the rules through comparison methods; Abnormal classification step: Classify abnormal situations into different categories, and divide them into general abnormalities and severe abnormalities according to the severity of the abnormalities; Exception handling steps: Take corresponding handling measures for different exception categories. For parsing errors, retry or use alternative solutions. For incorrect formats, perform data cleaning or format conversion. For missing data, perform interpolation or deletion operations. The data conversion refers to converting the format of the parsed data so that it can adapt to different application scenarios. The specific steps are as follows: Format conversion step: convert the parsed data into a unified format to facilitate centralized data management and analysis, and convert all data into JSON or XML format to facilitate subsequent data processing and interaction; Data adaptation step: According to different application scenarios, the data is adapted and converted accordingly. For control instructions, they are converted into instruction formats that can be understood by the ship. For perception information, they are converted into graphic or image formats. Data encryption and security protection steps: Encrypt and protect data to prevent data leakage and illegal access, encrypt data using encryption algorithms, and set access rights and identity authentication mechanisms to protect the confidentiality and integrity of data.

6. The multi-network integrated ship-to-shore communication system according to claim 1, characterized in that: The expandable communication interface includes an RS-422 interface for connecting to AIS equipment, a satellite modem downlink RJ-45 network port for satellite communication, an RS485 / 422 / 232 interface for connecting to Beidou short messages, and an RS485 / 422 / 232 interface for connecting to VDES signals.

7. The multi-network integrated ship-to-shore communication system according to claim 1, characterized in that: The multi-network integrated ship-shore communication system is also used to integrate AIS ship dynamic information with radar information to form a center-level track. The specific steps are as follows: Step 1: Send the target distance R (m) and azimuth (°) obtained by the radar, and the longitude L and latitude l of the target position obtained by the AIS to the processor. Before sending the data to the processor, ensure that the time of the data obtained by the two devices is synchronized; Step 2: Associate the target track detected by the radar with the target track provided by the AIS, and find out the AIS target track and radar target track belonging to the same target; before data fusion, perform data coordinate transformation, and the data of both use the same format; Step 3: Normalize the target data associated with the track through the criteria of the fusion algorithm to achieve the complementarity of the two types of information; Step 4: Form a center-level track.

8. An intelligent ship remote driving control system based on ship Internet of Things, characterized in that: It comprises the multi-network integration ship-shore communication system and remote control station as described in any one of claims 1-7, wherein the multi-network integration ship-shore communication system is installed on the ship, and the multi-network integration ship-shore communication system is connected to the remote control station, and the multi-network integration ship-shore communication system transmits the collected data to the remote control station, and simultaneously receives the control instructions sent by the remote control station to realize information interaction and sharing, and the remote control station monitors and controls the ship from berth to berth by receiving the ship's status information, environmental information, as well as nautical charts, weather, and port information.

9. The intelligent ship remote driving control system according to claim 8, characterized in that: The monitoring and control of the ship by the remote control station includes: Continuously obtain and display ship scene perception information in real time; Monitor the safety status of the ship and its systems, and provide maintenance recommendations based on the ship's status to ensure that the hull and systems have sufficient reliability to ensure the safety of subsequent voyages; Remotely control the ship's propulsion and maneuvering systems, communication and signal systems, and realize remote control of the ship in various navigation scenarios; Realize voice and data communication with pilots, docks, auxiliary tugboats, surrounding manned ships, ship owners, and vessel traffic control centers; Send navigation support information to the ship in standardized content and format, which can be automatically processed and used by the ship's navigation control system; Replay the historical control commands and operations of the ship; Monitor the loading and unloading of ships.

10. The intelligent ship remote driving control system according to claim 8, characterized in that: It also includes a traffic threat analysis and detection system, which includes a threat intelligence detection module, an analysis platform, a traffic sensor mirror module, and a file threat identification module. The threat intelligence detection module: restores the full picture of the attacker through artificial intelligence combined with big data knowledge and the attacker's dimensional characteristics, tracks the attacker through the full picture characteristics, continuously discovers unknown threats, and ultimately ensures the accuracy of the discovered unknown threats; The analysis platform is used to store traffic logs, alarm logs and alarm logs submitted by sensors and file threat identifiers; quickly process all data and provide support for retrieval, collide the stored logs with threat intelligence and perform log correlation analysis to generate alarms and display threat situations on a 4K screen; Supports in-depth analysis of alarms, supports hunting analysis and visual display based on alarm fields, and restores the entire process of the victim host being attacked in the alarm from the perspective of the attack chain; For alarms that are determined to be threat events, the analysis platform provides a custom orchestration process to issue corresponding disposal instructions. The analysis platform is responsible for storing, preprocessing and retrieving all data, and realizes full-package forensic analysis and custom data packet analysis capabilities for accurate alarms; The traffic sensing mirror module collects and restores the mirror traffic of the network traffic, encrypts and transmits the restored traffic log to the analysis platform, encrypts and transmits the PE and non-PE files in the traffic mirror to the file threat identifier for detection after restoration, extracts the header information and important load information of the network layer, transport layer and application layer, and transmits the information to the analysis platform through an encrypted channel for unified processing; The file threat identification module: performs advanced threat detection on files through a file threat identifier. The file threat identification can receive files restored from sensors, use signature-free detection methods to discover advanced threats that traditional security devices cannot discover, and provide threat-related situations to security managers in the form of report behaviors; during the entire detection process, files are subjected to threat intelligence matching, sandbox detection, static detection, and dynamic detection, and files with malicious behaviors are discovered in a timely manner and alarms are issued, and the alarm logs are transmitted to the analysis platform for unified analysis.

Images