Ship dangerous goods transportation safety control method and system

Abstract

The invention discloses a ship dangerous goods transportation safety control method and system, and relates to the field of marine transportation, and the method comprises the steps: obtaining dangerous goods parameter data of a dangerous goods monitoring sensor, the dangerous goods parameter data comprising gas concentration, temperature and smoke concentration; under the condition that the sensor parameter data exceeds a preset parameter threshold value, acquiring motion attitude data and inclination angle data of the current ship and pressure distribution data of the cargo on the bottom and the side surface of the cargo hold; calculating the center-of-gravity offset of the current ship based on the motion attitude data, the inclination angle data and the pressure distribution data; calculating a fixed adjustment parameter of the cargo fixing device based on the gravity center offset; and sending a device adjustment instruction containing the fixed adjustment parameter to the target client. By implementing the method, the efficiency of adjusting the cargo fixing device can be improved.

Description

Technical Field

[0001] The present application relates to the field of maritime transportation, and in particular to a method and system for controlling the safety of dangerous goods transportation on ships. Background Art

[0002] With the continuous development of global trade, maritime transport plays an increasingly important role in international logistics. Among them, the maritime transport of dangerous goods has always been a key area of ​​concern for the shipping industry due to its particularity and potential risks. Ensuring the safety of dangerous goods during transportation is not only related to the safety of ships and cargoes, but also directly affects the marine ecological environment and the safety of life and property in coastal areas.

[0003] In the relevant technology, a combination of regular inspection and fixed parameter monitoring can be adopted. Ships usually install fixed monitoring equipment in the cargo hold to trigger alarms according to preset parameter thresholds. At the same time, the crew will inspect the cargo hold at fixed time intervals, and judge whether the cargo fixing device needs to be adjusted based on the visual inspection results and personal experience. When abnormal conditions are found, the crew will take corresponding treatment measures according to the emergency plan.

[0004] However, judging whether the cargo securing device needs to be adjusted is based on personal experience. In the case of ship turbulence, multiple adjustments may be required, and the adjustment of the cargo securing device is inefficient. Summary of the invention

[0005] The present application provides a method and system for controlling the safety of dangerous goods transport on ships, which are used to improve the efficiency of adjusting cargo securing devices.

[0006] In the first aspect, the present application provides a method for controlling the safe transportation of dangerous goods on ships, which is applied to the safe transportation control system of dangerous goods on ships, the method comprising: obtaining dangerous goods parameter data of a dangerous goods monitoring sensor, the dangerous goods parameter data including gas concentration, temperature and smoke concentration; when the sensor parameter data exceeds a preset parameter threshold, obtaining motion posture data, inclination angle data and pressure distribution data of the cargo on the bottom and sides of the cargo hold on the current ship; calculating the center of gravity offset of the current ship based on the motion posture data, inclination angle data and the pressure distribution data; calculating the fixed adjustment parameters of the cargo fixing device based on the center of gravity offset; and sending a device adjustment instruction containing the fixed adjustment parameters to the target client.

[0007] By adopting the above technical solution, the relevant data of the dangerous goods monitoring sensor is first obtained. When the sensor parameter data exceeds the preset threshold, the ship's motion posture, tilt angle, and pressure distribution of the cargo on the cargo hold are further obtained to calculate the center of gravity offset. The fixed adjustment parameters of the cargo fixing device are calculated based on the center of gravity offset, and the instructions are sent to the target client. In complex situations such as ship turbulence, the cargo fixing device can be adjusted in a timely and accurate manner without repeated adjustments, thereby improving the efficiency of adjusting the cargo fixing device.

[0008] In combination with some embodiments of the first aspect, in some embodiments, the step of calculating the center of gravity offset of the ship based on the motion posture data, the inclination angle data and the pressure distribution data specifically includes: calculating the actual load of each cargo hold based on the current cargo loading situation, and determining the actual distribution of the cargo in each cargo hold according to the pressure distribution data; calculating the change in the center of gravity position based on the inclination angle data of the current ship, and the inclination angle data includes heel angle data and longitudinal heel angle data; calculating the theoretical center of gravity position under the current cargo loading situation in combination with the actual distribution situation, the change in the center of gravity position and the actual load data, and comparing the theoretical center of gravity position with the standard center of gravity position of the current ship to obtain a preliminary offset; correcting the preliminary center of gravity offset based on the motion posture data to obtain the center of gravity offset.

[0009] By adopting the above technical solution, the actual load and distribution conditions are calculated based on the current cargo loading conditions, and the change in the center of gravity position is calculated in combination with the tilt angle data, and then the theoretical center of gravity position is obtained and compared with the standard center of gravity to obtain a preliminary offset. Finally, the motion posture data is used for correction, and information is obtained from different angles and the center of gravity offset is gradually and accurately calculated. The tilt angle data reflects the impact of the ship's tilt on the center of gravity, and the motion posture data takes into account the dynamic impact of the ship's movement. Finally, the center of gravity offset is accurately obtained, thereby improving the accuracy and effectiveness of cargo fixation and ensuring transportation safety.

[0010] In combination with some embodiments of the first aspect, in some embodiments, the step of calculating the fixed adjustment parameters of the cargo fixing device based on the center of gravity offset specifically includes: calculating the required change in the fixing force according to the center of gravity offset; matching the fixed adjustment parameters corresponding to the fixing force in the preset device database, the fixed adjustment parameters being the operating parameters of the cargo fixing device.

[0011] By adopting the above technical solution, the required fixing force is calculated according to the center of gravity offset, and then the fixing adjustment parameters are matched in the preset device database. The calculated fixing force accurately reflects the adjustment force required for cargo fixing, and then the corresponding parameters are matched in the database, so that the cargo fixing device can be accurately adjusted. This improves the pertinence and accuracy of the adjustment of the cargo fixing device, avoids over-adjustment or under-adjustment, ensures the stability of the cargo during ship transportation, effectively prevents the movement of the cargo due to improper fixation, and improves transportation safety and efficiency.

[0012] In combination with some embodiments of the first aspect, in some embodiments, after the step of sending the device adjustment instruction containing the fixed adjustment parameters to the target client, the method also includes: receiving adjustment result data fed back by the target client, the adjustment result data including the adjusted cargo fixing status information and abnormal situation information during the adjustment process; based on the adjustment result data, judging whether the adjustment of the cargo fixing device is successful; if the adjustment is judged to be successful, updating the cargo fixing status database according to the judgment result.

[0013] By adopting the above technical solution, after sending the device adjustment instruction to the target client, the adjustment result data fed back by the target client is received, which includes cargo fixing status information and abnormal situation information. Whether the cargo fixing device adjustment is successful is judged by analyzing the adjustment result data. If successful, the cargo fixing status database is updated according to the judgment result. The feedback mechanism of the adjustment result data ensures a comprehensive understanding of the adjustment of the cargo fixing device. Accurate judgment and database update can enable the system to grasp the cargo fixing status in real time, ensure the stability and reliability of cargo fixing, and improve the accuracy of cargo management during transportation.

[0014] In combination with some embodiments of the first aspect, in some embodiments, after the step of determining whether the adjustment of the cargo fixing device is successful based on the adjustment result data, the method further includes: if it is determined that the adjustment has failed, analyzing the abnormal situation information, and generating a fault handling solution based on the abnormal situation information; and sending the fault handling solution to the target client.

[0015] By adopting the above technical solution, when it is determined that the adjustment of the cargo fixing device fails, the abnormal situation information is analyzed and a fault handling solution is generated, which is then sent to the target client, thereby avoiding the risk of cargo movement caused by the failure of the cargo fixing device.

[0016] In combination with some embodiments of the first aspect, in some embodiments, after the step of sending the device adjustment instruction containing the fixed adjustment parameter to the target client, the method also includes: regularly obtaining ship navigation status data, including speed, heading and sea condition information, when the sensor parameter data does not exceed the preset parameter threshold; calculating the degree of impact of the ship's navigation on the cargo based on the navigation status data; when the degree of impact exceeds the preset safety range, generating a cargo fixing strength adjustment suggestion; and sending the adjustment suggestion to the target client.

[0017] By adopting the above technical solution, when the sensor parameter data does not exceed the preset threshold, the ship's navigation status data, including speed, heading and sea conditions, is regularly obtained. The impact of the ship's navigation on the cargo is calculated through the ship motion model. When the impact exceeds the preset safety range, a cargo fixing strength adjustment suggestion is generated and sent to the target client, which enables the cargo fixing device to adjust its strength in time according to the actual navigation conditions of the ship, ensuring the stability of the cargo under different navigation conditions.

[0018] In combination with some embodiments of the first aspect, in some embodiments, the step of calculating the degree of impact of the ship's navigation on the cargo based on the navigation status data specifically includes: inputting the current speed, current heading and current sea condition information into the ship motion model, and calculating the ship's acceleration and angular velocity; obtaining the weight distribution data and fixed point position information of the cargo, and based on the acceleration, angular velocity, the weight distribution data and the fixed point position information, calculating the resultant force and moment acting on the cargo; comparing the resultant force and the moment with the fixing strength of the cargo to derive the degree of impact of the ship's navigation on the cargo.

[0019] By adopting the above technical solution, the speed, heading and sea condition information are input into the ship motion model to calculate the acceleration and angular velocity. After obtaining the cargo weight distribution data and the fixed point position information, combined with the previous acceleration and angular velocity, the resultant force and moment acting on the cargo can be accurately calculated. By comparing the resultant force and moment with the cargo fixing strength to obtain the degree of influence, the degree of influence can be accurately obtained so that the system can clearly understand whether the cargo is securely fixed.

[0020] In a second aspect, an embodiment of the present application provides a ship dangerous goods transportation safety control system, the ship dangerous goods transportation safety control system comprising: one or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code includes computer instructions, the one or more processors call the computer instructions to enable the ship dangerous goods transportation safety control system to execute the method described in the first aspect and any possible implementation method of the first aspect.

[0021] In a third aspect, an embodiment of the present application provides a computer program product comprising instructions. When the above-mentioned computer program product is run on a ship dangerous goods transportation safety control system, the above-mentioned ship dangerous goods transportation safety control system executes the method described in the first aspect and any possible implementation method of the first aspect.

[0022] In a fourth aspect, an embodiment of the present application provides a computer-readable storage medium, comprising instructions. When the above instructions are executed on a ship dangerous goods transportation safety control system, the above-mentioned ship dangerous goods transportation safety control system executes the method described in the first aspect and any possible implementation method of the first aspect.

[0023] It can be understood that the ship dangerous goods transportation safety control system provided in the second aspect, the computer program product provided in the third aspect, and the computer storage medium provided in the fourth aspect are all used to execute the method provided in the embodiment of the present application. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding method, which will not be repeated here.

[0024] One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages: 1. This application first obtains relevant data from the dangerous goods monitoring sensor. When the sensor parameter data exceeds a preset threshold, it further obtains data such as the ship's motion posture, tilt angle, and pressure distribution of the cargo on the cargo hold to calculate the center of gravity offset. Based on the center of gravity offset, the fixed adjustment parameters of the cargo fixing device are calculated and sent to the target client. In complex situations such as ship turbulence, the cargo fixing device can be adjusted in a timely and accurate manner without repeated adjustments, thereby improving the efficiency of adjusting the cargo fixing device.

[0025] 2. This application calculates the actual load and distribution based on the current cargo loading situation, calculates the change in the center of gravity position based on the tilt angle data, and then obtains the theoretical center of gravity position and compares it with the standard center of gravity to obtain a preliminary offset. Finally, it uses the motion posture data for correction, obtains information from different angles and gradually and accurately calculates the center of gravity offset. The tilt angle data reflects the impact of the ship's tilt on the center of gravity, and the motion posture data takes into account the dynamic impact of the ship's movement. Ultimately, the center of gravity offset is accurately obtained, thereby improving the accuracy and effectiveness of cargo fixation and ensuring transportation safety.

[0026] 3. This application calculates acceleration and angular velocity by inputting speed, heading and sea condition information into the ship motion model, obtains cargo weight distribution data and fixed point position information, and then combines the previous acceleration and angular velocity to accurately calculate the resultant force and moment acting on the cargo. The degree of influence can be obtained by comparing the resultant force and moment with the cargo fixing strength. The degree of influence can be accurately obtained so that the system can clearly determine whether the cargo is securely fixed. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 This is a flow chart of a method for controlling the safety of dangerous goods transport by ship in an embodiment of the present application; Figure 2 This is another flow chart of the method for controlling the safety of dangerous goods transport by ship in an embodiment of the present application; Figure 3 It is a schematic diagram of the structure of a physical device of a ship dangerous goods transportation safety control system in an embodiment of the present application. DETAILED DESCRIPTION

[0028] The terms used in the following embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to be used as limitations to the present application. As used in the specification of the present application, the singular expressions "one", "a kind of", "above", "the" and "this" are intended to also include plural expressions, unless there is a clear indication to the contrary in the context. It should also be understood that the term "and / or" used in the present application refers to any or all possible combinations comprising one or more of the listed items.

[0029] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features, and in the description of the embodiments of the present application, unless otherwise specified, "plurality" means two or more.

[0030] For ease of understanding, the following is a description of the process of the method provided by this implementation. Figure 1 , which is a flow chart of the method for controlling the safety of dangerous goods transportation on ships in an embodiment of the present application.

[0031] S101. Acquire dangerous goods parameter data from a dangerous goods monitoring sensor, where the dangerous goods parameter data includes gas concentration, temperature, and smoke concentration.

[0032] Dangerous goods monitoring sensors refer to equipment installed on ships to monitor dangerous goods related parameters. They can sense in real time the changes in some physical quantities related to dangerous goods in the surrounding environment. Dangerous goods parameter data represents data related to the status of dangerous goods, including gas concentration, temperature and smoke concentration.

[0033] Specifically, during the entire process of transporting dangerous goods by ship, these data need to be continuously obtained because the state of dangerous goods may change during transportation due to various reasons, such as changes in ambient temperature and the shaking of the ship.

[0034] In some embodiments, this can be achieved in the following ways: Optionally, the sensor can use a high-precision gas sensor to detect gas concentration, and for temperature detection, a thermocouple or thermistor sensor can be used to convert the temperature into an electrical signal for measurement; smoke concentration detection can use a photoelectric smoke sensor, and optionally, an integrated multi-parameter sensor can also be used, which integrates multiple detection elements and can simultaneously detect gas concentration, temperature and smoke concentration, and then processes and transmits data through internal circuits to send the final data to the control system.

[0035] S102. When the sensor parameter data exceeds a preset parameter threshold, obtain the motion posture data, tilt angle data, and pressure distribution data of the cargo on the bottom and sides of the cargo hold on the current ship.

[0036] The preset parameter threshold refers to a pre-set numerical standard. When the data obtained by the dangerous goods monitoring sensor exceeds this standard, it is considered that a dangerous situation exists. The motion posture data refers to the data related to the motion state of the ship during navigation, including the ship's forward speed, turning angle, and the amplitude of up and down pitch. The tilt angle data refers to the tilt angle of the ship relative to the horizontal direction, including the angles in both the heel and pitch directions. The pressure distribution data of the cargo on the bottom and sides of the cargo hold refers to the distribution of the pressure exerted on the bottom and sides of the cargo hold by the cargo in the cargo hold due to its own weight and the movement of the ship.

[0037] Specifically, when the parameter data of the dangerous goods monitoring sensor exceeds the preset parameter threshold, the acceleration sensors, gyroscopes and other equipment installed on the ship obtain the acceleration and angular velocity of the ship in all directions, read the roll and pitch angle data measured by the tilt sensor installed on the ship, and obtain pressure signals from the pressure sensors installed on the bottom and sides of the cargo hold. After these pressure sensors convert the pressure into electrical signals, these electrical signals are processed and analyzed to obtain the pressure distribution data of the cargo on the bottom and sides of the cargo hold.

[0038] It should be noted that the motion posture data includes the coordinate position of the ship in three-dimensional space, the velocity components of the ship in various directions, acceleration information and angular velocity information.

[0039] S103, calculating the center of gravity offset of the current ship based on the motion posture data, the tilt angle data and the pressure distribution data.

[0040] The center of gravity offset refers to the deviation between the actual center of gravity position of the ship and the standard center of gravity position, reflecting the change of the center of gravity of the ship due to cargo loading or movement.

[0041] Specifically, first, the actual load of each cargo hold is calculated based on the current cargo loading situation. This requires considering factors such as the type, quantity and distribution position of the cargo, and the actual load is obtained by accumulating the weight of the cargo in each cargo hold. Then, the actual distribution of the cargo in each cargo hold is determined based on the pressure distribution data, for example, by analyzing the data collected by the pressure sensor to determine whether the cargo is concentrated on one side of the cargo hold. Then, based on the ship's inclination angle data, the change in the center of gravity position is calculated, and the heel angle and the longitudinal angle are analyzed and calculated respectively. Combined with the actual distribution status, the change in the center of gravity position and the actual load data, the theoretical center of gravity position under the current cargo loading condition is calculated, and the theoretical center of gravity position is compared with the standard center of gravity position of the ship to obtain a preliminary offset. Finally, the preliminary center of gravity offset is corrected based on the motion posture data, for example, considering the impact of the acceleration, deceleration, turning and other movements of the ship during navigation on the center of gravity, and the center of gravity offset is obtained.

[0042] In some embodiments, this can be achieved in the following ways: Optionally, first use the cargo list and cargo hold layout information to calculate the theoretical load of each cargo hold, and then use the pressure sensor data to correct the theoretical load to obtain the actual load. Analyze the actual distribution of cargo in the cargo hold through the distribution law of pressure sensor data. Calculate the change in the center of gravity position based on the inclination angle data using trigonometric function relationships. Calculate the theoretical center of gravity position based on the above information and compare it with the standard center of gravity position to obtain a preliminary offset, and then correct the preliminary offset based on the acceleration and angular velocity information in the motion posture data. Optionally, establish a three-dimensional model of the ship and cargo, input the pressure distribution data, inclination angle data, and motion posture data into the model, and automatically calculate the actual load of each cargo hold, the actual distribution of cargo, and the change in the center of gravity position through the algorithm inside the model, and then obtain the center of gravity offset.

[0043] S104: Calculate a fixing adjustment parameter of the cargo fixing device based on the center of gravity offset.

[0044] Cargo securing devices refer to equipment used to secure cargo in the cargo hold, such as ropes, clamps, brackets, etc., to prevent cargo from moving during the ship's voyage. Fixing adjustment parameters refer to the parameters that need to be adjusted for cargo securing devices to accommodate the center of gravity shift, such as the tension of the rope, the clamping force of the clamp, etc.

[0045] Specifically, the required change in fixing force is first calculated based on the center of gravity offset. This requires considering the direction and magnitude of the center of gravity offset, and calculating the magnitude and direction of the force required to keep the cargo stable through the principle of mechanics. Then, the fixing adjustment parameters corresponding to the fixing force are matched in the preset device database. The preset device database stores the operating parameters of various cargo fixing devices under different fixing force requirements, and the fixing adjustment parameters that meet the requirements are found by searching the database.

[0046] S105: Send a device adjustment instruction including the fixed adjustment parameter to a target client.

[0047] Specifically, after obtaining the fixed adjustment parameters, the ship's dangerous goods transportation safety control system will encapsulate these parameters into device adjustment instructions according to the preset communication protocol and data format. Then, the device adjustment instructions are sent to the target client through the ship's communication network, such as a local area network (LAN) or a wireless communication network. After receiving the instructions, the target client will parse the instructions, extract the fixed adjustment parameters, and perform corresponding adjustment operations on the cargo fixing device based on these parameters. For example, if the fixed adjustment parameters indicate that the rope tension needs to be increased, the target client will control the relevant motor or mechanical device to increase the rope tension.

[0048] The following is a more detailed description of the process of the method provided by this implementation. Figure 2 , is another flow chart of the method for controlling the safety of dangerous goods transportation on ships in an embodiment of the present application.

[0049] S201. Acquire dangerous goods parameter data from a dangerous goods monitoring sensor, where the dangerous goods parameter data includes gas concentration, temperature, and smoke concentration.

[0050] It can be understood that this step is similar to step S101 and will not be described in detail here.

[0051] S202. When the sensor parameter data exceeds a preset parameter threshold, obtain the motion posture data, tilt angle data, and pressure distribution data of the cargo on the bottom and sides of the cargo hold on the current ship.

[0052] It can be understood that this step is similar to step S102 and will not be described in detail here.

[0053] S203: Calculate the center of gravity offset of the current ship based on the motion posture data, the tilt angle data and the pressure distribution data.

[0054] This step specifically includes: The actual load of each cargo hold is calculated based on the current cargo loading situation, and the actual distribution of the cargo in each cargo hold is determined according to the pressure distribution data. The change in the center of gravity position is calculated based on the inclination angle data of the current ship. The inclination angle data includes heel angle data and longitudinal heel angle data. In combination with the actual distribution situation, the change in the center of gravity position and the actual load data, the theoretical center of gravity position under the current cargo loading situation is calculated, and the theoretical center of gravity position is compared with the standard center of gravity position of the current ship to obtain a preliminary offset. The preliminary center of gravity offset is corrected based on the motion posture data to obtain the center of gravity offset.

[0055] Specifically, when calculating the center of gravity position and offset of the ship, it is necessary to determine the actual load of each cargo hold, which is obtained by summing the weight of all cargo units in each cargo hold. For example, the total load of cargo hold A is the sum of the weights of the cargo units. Next, using the pressure sensor grid data, the interior of the cargo hold is divided into a three-dimensional grid, and the pressure ratio of each grid unit is calculated to obtain the distribution of the cargo. The cargo distribution index is obtained by multiplying the pressure ratio of each unit by its position weight and summing them. The position weight is defined according to the geometry of the cargo hold.

[0056] Next, the displacement of the center of gravity is calculated by measuring the ship's inclination angle. The sine of the horizontal and vertical inclination angles multiplied by the ship's initial center of gravity height gives the horizontal and vertical displacement of the center of gravity. These displacements are then applied to the original center of gravity coordinates to update the center of gravity position.

[0057] The theoretical center of gravity position of each cargo hold is determined by the position and mass of the cargo therein. The center of gravity of each cargo hold is obtained by calculating the weighted average of the coordinates and mass of each cargo unit, and then the total center of gravity of the entire ship is synthesized with the total mass of each cargo hold as the weight. The calculated center of gravity position is corrected based on the ship's motion attitude data. The sine of the roll angle and pitch angle multiplied by the height reflects the center of gravity offset caused by the dynamic motion of the hull. These dynamic offsets are subtracted from the original offsets to obtain the final center of gravity offset.

[0058] The calculation process is as follows: First, the weight of each cargo unit and its position in the ship's coordinate system (x, y, z coordinates) are determined. For each individual cargo hold on the ship, the center of gravity position requires a weighted average of the positions of all cargo units. The weighting factor is the weight of each cargo unit. Thus, the x, y, z coordinates of the center of gravity of each cargo hold are the sum of the weights and positions of all cargo units in that hold, divided by the total weight of all cargo in the hold. The total center of gravity of the ship is calculated by weighting the center of gravity of each hold by its total weight. The center of gravity coordinate of the entire ship is the sum of the center of gravity coordinates of all cargo holds multiplied by their weight, divided by the sum of the weights of all cargo holds on the ship. When the ship tilts, the center of gravity of the ship will also move accordingly. Measurements of the pitch (forward and backward tilt) and roll (left and right tilt) angles are used to estimate this displacement. Specifically: the displacement of the center of gravity in the longitudinal direction (y-axis) of the ship is calculated by the pitch angle, and the displacement value is the product of the center of gravity height and the sine value of the pitch angle. The displacement of the center of gravity in the transverse direction (x-axis) of the ship is calculated by the roll angle, and the displacement value is the product of the center of gravity height and the sine value of the roll angle. If the influence of these angles is regarded as small angles, the displacement on the z-axis (vertical direction) caused by the tilt can be ignored, and the displacement on the x-axis and y-axis calculated above is used to correct the originally calculated total center of gravity position.

[0059] S204: Calculate a fixing adjustment parameter of the cargo fixing device based on the center of gravity offset.

[0060] This step specifically includes: The fixing force that needs to be changed is calculated according to the center of gravity offset, and a fixing adjustment parameter corresponding to the fixing force is matched in a preset device database, and the fixing adjustment parameter is an operating parameter of the cargo fixing device.

[0061] Specifically, first calculate the size and direction of the fixing force according to the size and direction of the center of gravity offset, taking into account factors such as the ship structure, cargo weight and distribution, and according to the principles of mechanics, such as by solving the force balance equation. Then use the calculated key information of the fixing force as a matching condition, use a query statement to find records that meet the conditions in the preset device database, extract the fixed adjustment parameters and use them to adjust the fixing device to ensure the stability of the cargo. For example, if it is calculated that 500N of lateral fixing force is required, then look for relevant records in the database to obtain the parameters.

[0062] S205: Send a device adjustment instruction including the fixed adjustment parameter to the target client.

[0063] It can be understood that this step is similar to step S105 and will not be described in detail here.

[0064] S206: Receive adjustment result data fed back by the target client, where the adjustment result data includes the cargo fixing state information after adjustment and abnormal situation information during the adjustment process.

[0065] Specifically, after the target client completes the adjustment of the cargo fixing device, it will send the adjustment result data back to the ship's dangerous goods transportation safety control system in accordance with the preset data format and communication protocol. The ship's dangerous goods transportation safety control system receives this data through its communication interface. For the adjusted cargo fixing status information, the status of the cargo fixing device will be detected again by the sensor and compared with the preset standard status. For example, the tension sensor is used to detect whether the rope tension reaches the required value, and the displacement sensor is used to detect whether the clamp is clamped in place. For abnormal situation information during the adjustment process, if the target client detects that the current of a motor increases abnormally when adjusting the rope tension, this abnormal situation will be fed back to the control system as information.

[0066] S207: Based on the adjustment result data, determine whether the adjustment of the cargo securing device is successful.

[0067] Specifically, after receiving the adjustment result data, the ship's dangerous goods transportation safety control system will first analyze the adjusted cargo fixing status information. If the cargo fixing status information shows that all cargo fixing devices have reached the preset standard state, such as the tension of the rope meets the requirements, the clamping force of the clamp is sufficient, and the abnormal situation information during the adjustment process is empty, that is, no abnormal situation occurs, then it can be judged that the adjustment of the cargo fixing device is successful. On the contrary, if the cargo fixing status information shows that one or some cargo fixing devices have not reached the standard state, or the abnormal situation information during the adjustment process records the abnormal situation, then it is judged that the adjustment of the cargo fixing device has failed.

[0068] S208: If the adjustment is determined to be successful, the cargo fixation status database is updated according to the determination result.

[0069] Specifically, when it is determined that the adjustment of the cargo securing device is successful, the ship's dangerous goods transportation safety control system will update the cargo securing status database based on the judgment result. The update mainly includes storing the cargo securing status information after this adjustment as a new historical record in the database, and possibly correcting some standard status data (if the part to be emphasized is bold). For example, if it is found in this adjustment that the actual optimal tension of the rope is 110N, and the original standard status data is 100N, then the standard status data of the rope can be updated to 110N, and the relevant information of this adjustment (such as adjustment time, adjustment parameters, etc.) can be stored in the database as a historical record.

[0070] S209: If it is determined that the adjustment fails, the abnormal situation information is analyzed, and a fault handling solution is generated based on the abnormal situation information.

[0071] Specifically, when it is determined that the adjustment has failed, the ship's dangerous goods transportation safety control system will directly analyze the abnormal situation information. If the abnormal situation information shows that a motor is faulty, the system will find the specific cause of the motor failure, which may be motor overload, line short circuit, etc. If the adjustment parameter is out of the normal range, the system will check which parameter is exceeded and why it is exceeded. For example, if the rope tension parameter is out of range, the system will analyze whether it is due to changes in the weight distribution of the cargo or problems with the fixture itself. Then a fault handling plan is generated based on the analysis results. If it is a motor failure and an overload problem, the fault handling plan may be to reduce the load of the motor, check whether the cargo is placed reasonably, or repair and replace the motor; if the rope tension parameter is out of range and caused by changes in the weight distribution of the cargo, the plan includes re-adjusting the cargo placement position, and then recalculating and adjusting the rope tension.

[0072] S210: Send the fault handling solution to the target client.

[0073] Specifically, after generating a fault handling plan, the ship's dangerous goods transportation safety control system will send the fault handling plan to the target client in accordance with the preset data format and communication protocol. For example, if the fault handling plan is to adjust the current upper limit of the motor, the system will encode the plan containing this operation instruction in a specific data structure, and then send it to the target client through the ship's communication network. After receiving the plan, the target client will decode it, extract the operation instructions, and perform corresponding operations on the cargo fixing device according to the instructions. If the motor is operated, the target client will control the relevant circuit equipment to adjust the current upper limit of the motor.

[0074] S211. When the sensor parameter data does not exceed a preset parameter threshold, regularly obtain the ship's navigation status data, including speed, heading and sea condition information.

[0075] Sensor parameter data refers to data related to dangerous goods obtained by dangerous goods monitoring sensors, such as gas concentration, temperature, and smoke concentration. The preset parameter threshold is a pre-set numerical standard for judging whether dangerous goods are in a safe state. Ship navigation status data refers to relevant data of the ship during navigation, including speed, heading, and sea condition information. Speed ​​refers to the speed of the ship, heading refers to the direction of the ship, and sea condition information includes wave height, wind speed, etc.

[0076] Specifically, when the sensor parameter data does not exceed the preset parameter threshold, the ship dangerous goods transportation safety control system will regularly obtain the ship's navigation status data at preset time intervals. For the acquisition of speed, it can be achieved through a speed sensor installed on the ship, and the speed sensor can directly measure the forward speed of the ship. For the acquisition of heading, it can be achieved through a compass or electronic navigation equipment installed on the ship. The compass can indicate the direction of the ship's travel, and the electronic navigation equipment can provide heading information more accurately. For the acquisition of sea condition information, it can be achieved through a meteorological sensor installed on the ship. The meteorological sensor can measure sea condition parameters such as wave height and wind speed. For example, the system is set to obtain the ship's navigation status data every 10 minutes, the speed sensor measures the speed every 10 minutes, the compass or electronic navigation equipment provides heading information every 10 minutes, and the meteorological sensor measures the wave height and wind speed every 10 minutes.

[0077] S212, input the current speed, current heading and current sea condition information into the ship motion model, and calculate the ship acceleration and angular velocity.

[0078] The ship motion model is a model based on physical principles and mathematical formulas. It is used to simulate the motion state of a ship under different speeds, headings and sea conditions. It can calculate parameters such as the ship's acceleration and angular velocity.

[0079] Specifically, after the ship's dangerous goods transportation safety control system obtains the current speed, current heading and current sea conditions, it inputs these data accurately into the ship's motion model. The ship's motion model processes the input data according to the internally set physical formulas and algorithms. For example, for changes in speed, the model will consider factors such as the characteristics of the ship's power system and water resistance, and calculate the ship's acceleration through relevant formulas. For changes in heading, the model will combine the characteristics of the ship's steering mechanism and the effects of water flow and wind direction on the ship to calculate the angular velocity of the ship's rotation around different axes.

[0080] The system obtains the current speed, current heading and current sea conditions through sensors, and inputs these data into the corresponding interface of the ship motion model in a specific data format (such as the specified numerical type and precision). The ship motion model uses numerical calculation methods to simulate the physical process. For the acceleration calculation related to the speed, the model calculates according to the ship's mass, the thrust of the power system and the water resistance formula. For the angular velocity calculation related to the heading, the model calculates according to the ship's moment of inertia, the torque of the steering mechanism and the influence formula of water flow and wind direction.

[0081] It should be noted that for the ship motion model, the ship motion model is a tool based on physical principles and mathematical formulas to describe the motion state of a ship under various navigation conditions. For example, it can simulate the motion of a ship at different speeds (from stationary to high-speed navigation), headings (different angles and directions) and sea conditions (calm sea to severe wind and wave environment). It takes the principles of classical mechanics as the core, fully considers the ship's own mass, moment of inertia, shape and other characteristics, the ship motion model and the engine power of the power system, propeller characteristics and environmental factors such as waves, wind speed, water flow, etc. On this basis, the acceleration formula related to speed and the angular velocity formula related to heading are established, and the modular structure is used to divide the speed, heading, environmental impact and other modules, and the numerical calculation method such as the finite difference method is used to solve. It is also necessary to collect a large amount of actual ship navigation data for verification and calibration, and improve the accuracy by adjusting the correlation coefficient or increasing the complexity of the model so that it can accurately simulate the motion state of the ship under different conditions.

[0082] S213. Obtain weight distribution data and fixed point position information of the cargo, and calculate the resultant force and torque acting on the cargo based on the acceleration, angular velocity, the weight distribution data and the fixed point position information.

[0083] The weight distribution data of cargo refers to the weight distribution of cargo at different locations in the cargo hold. For example, a two-dimensional or three-dimensional matrix can be used to represent the weight of cargo in different areas. The fixed point position information refers to the position information of the cargo fixture connected to the cargo in the cargo hold, which determines the point of force application. Acceleration and angular velocity are ship motion parameters calculated by the ship motion model. The resultant force refers to the vector sum of all forces acting on the cargo, and the torque refers to the product of the force and the lever arm, which reflects the effect of the force on the rotation of the object.

[0084] Specifically, the ship's dangerous goods transportation safety control system first obtains the cargo's weight distribution data and fixed point position information. Then, based on this information and the acceleration and angular velocity calculated by the ship's motion model, the resultant force and torque acting on the cargo are calculated using the principles of mechanics. For example, if the cargo is heavier on one side of the hold and the ship has a lateral acceleration, the cargo on that side will be subject to a greater force. For the calculation of the torque, if the cargo's fixed point is higher and there is an angular velocity that causes the ship to rotate around an axis, a larger torque will be generated.

[0085] The system obtains the cargo weight distribution data and fixed point location information from the cargo list and cargo hold layout information. Based on the values ​​of acceleration and angular velocity, the system uses Newton's second law and the torque calculation formula to calculate the resultant force and torque acting on the cargo. For the calculation of the resultant force, the weight of each part of the cargo is multiplied by the corresponding acceleration, and then these force vectors are added. For the calculation of the torque, each force is multiplied by the corresponding lever arm (the distance from the fixed point location to the center of gravity of the cargo), and then these torques are added.

[0086] S214. Compare the resultant force and the moment with the fixing strength of the cargo to determine the degree of impact.

[0087] The securing strength of cargo refers to the maximum force and moment that the cargo securing device can withstand, which reflects the firmness of the cargo securing device. The degree of influence refers to the influence of the ship's motion on the securing state of the cargo, which is determined by comparing the resultant force and moment with the securing strength of the cargo.

[0088] Specifically, the ship dangerous goods transportation safety control system compares the calculated resultant force and moment with the fixing strength of the cargo. If the resultant force is less than the fixing strength of the cargo and the moment is also less than the moment corresponding to the fixing strength of the cargo, it means that the ship movement has little effect on the fixing state of the cargo and the degree of influence is low. On the contrary, if the resultant force is greater than the fixing strength of the cargo or the moment is greater than the moment corresponding to the fixing strength of the cargo, it means that the ship movement has a greater impact on the fixing state of the cargo and the degree of influence is high. For example, if the fixing strength of the cargo is 1000N and 100N・m, the calculated resultant force is 800N and the moment is 80N・m, then the degree of influence is low; if the resultant force is 1200N and the moment is 120N・m, then the degree of influence is high.

[0089] The system directly compares the resultant force and moment with the cargo fixing strength. Set judgment conditions in the program. If the resultant force <= cargo fixing strength and the moment <= the moment corresponding to the cargo fixing strength, then the impact is low; if the resultant force > cargo fixing strength or the moment > the moment corresponding to the cargo fixing strength, then the impact is high. Based on the judgment result of the impact, the system can take corresponding measures, such as adjusting the strength of the cargo fixing device or notifying the crew to conduct inspections.

[0090] S215. When the impact exceeds a preset safety range, a suggestion for adjusting the cargo fixing strength is generated.

[0091] The impact degree refers to the impact of the ship's motion on the cargo's fixation, which is obtained by comparing the resultant force and moment with the cargo's fixation strength. The preset safety range is a pre-set standard range used to determine whether the impact of the ship's motion on the cargo's fixation is in a safe state. The cargo fixation strength adjustment suggestion is a specific plan and measure for how to adjust the cargo's fixation strength when the impact degree exceeds the preset safety range.

[0092] Specifically, when the ship's dangerous goods transportation safety control system determines that the degree of impact exceeds the preset safety range, it will generate adjustment suggestions based on the current cargo weight distribution data, ship motion state data, and the existing fixing strength of the cargo fixing device. If the degree of impact is mainly caused by excessive resultant force, for example, the resultant force exceeds 1.5 times the cargo fixing strength, it may be recommended to increase the fixing force of the cargo fixing device. For example, for rope fixing devices, the number of ropes can be increased or the tension of the ropes can be increased. If the torque is too large, such as the torque exceeds 1.2 times the torque corresponding to the cargo fixing strength, it may be recommended to adjust the position of the cargo fixing point to reduce the lever arm and thus reduce the torque. At the same time, the ship's motion state, such as the ship's acceleration and angular velocity, will also be considered. If the ship is in a state of frequent acceleration or turning, it may be recommended to use a more adaptive fixing device.

[0093] The system first obtains information such as the current cargo weight distribution data, the ship's motion status data, and the existing fixing strength of the cargo fixing device. Then, according to the preset rules, when the impact exceeds the preset safety range, if the resultant force is too large, the corresponding fixing force increase strategy table is searched according to the multiple of the resultant force exceeding the multiple. For example, when the resultant force exceeds 1.5 times, the corresponding strategy in the table is to increase the number of ropes or increase the rope tension, and the system will generate adjustment suggestions according to this strategy. If the torque is too large, the corresponding torque adjustment strategy table is searched according to the multiple of the torque exceeding the multiple. For example, when the torque exceeds 1.2 times, the corresponding strategy in the table is to adjust the position of the cargo fixing point, and the system will generate adjustment suggestions according to this strategy.

[0094] S216: Send the adjustment suggestion to the target client.

[0095] Recommendations for adjusting cargo securing strength are specific plans and measures proposed in response to the need to adjust cargo securing strength.

[0096] Specifically, after generating the cargo securing strength adjustment suggestion, the ship's dangerous goods transportation safety control system will send the adjustment suggestion to the target client in accordance with the preset data format and communication protocol. For example, if the adjustment suggestion is to increase the tension of the rope, the system will encode the suggestion containing this operation instruction in a specific data structure, and then send it to the target client through the ship's communication network (such as a local area network). After receiving the suggestion, the target client will decode it, extract the operation instructions, and perform corresponding operations on the cargo securing device according to the instructions. If the rope tension is operated, the target client will control the relevant motor or mechanical device to increase the tension of the rope.

[0097] The system encodes the cargo securing strength adjustment suggestion by converting each operation instruction and parameter in the suggestion into a digital code according to specific rules. Then, the encoded adjustment suggestion is sent to the target client through a wired network connection. After receiving the data, the target client decodes it using the corresponding decoding algorithm, obtains the operation instruction and parameters, and adjusts the cargo securing device according to the instruction. For example, for an adjustment suggestion including increasing the rope tension and checking the status of a component, the system first encodes it into a string of digital codes and sends it to the target client. After decoding, the target client controls the increase of the rope tension and checks the status of the component according to the instruction.

[0098] The following describes the ship dangerous goods transportation safety control system in the embodiment of the present invention from the perspective of hardware processing. Figure 3 , which is a schematic diagram of the structure of a physical device of a ship dangerous goods transportation safety control system in an embodiment of the present application.

[0099] It should be noted that Figure 3The structure of the ship dangerous goods transportation safety control system shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present invention.

[0100] like Figure 3 As shown, the ship dangerous goods transportation safety control system includes a central processing unit (CPU) 301, which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM) 302 or the program loaded from the storage part 308 to the random access memory (RAM) 303, such as executing the method described in the above embodiment. In RAM 303, various programs and data required for system operation are also stored. CPU 301, ROM 302 and RAM 303 are connected to each other through bus 304. Input / output (I / O) interface 305 is also connected to bus 304.

[0101] The following components are connected to the I / O interface 305: an input section 306 including an audio input device, a button switch, etc.; an output section 307 including a liquid crystal display (LCD) and an audio output device, an indicator light, etc.; a storage section 308 including a hard disk, etc.; and a communication section 309 including a network interface card such as a LAN (Local Area Network) card, a modem, etc. The communication section 309 performs communication processing via a network such as the Internet. A drive 310 is also connected to the I / O interface 305 as needed. A removable medium 311, such as a magnetic disk, an optical disk, a magneto-optical disk, a semiconductor memory, etc., is installed on the drive 310 as needed so that a computer program read therefrom is installed into the storage section 308 as needed.

[0102] In particular, according to an embodiment of the present invention, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present invention includes a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a computer program for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through the communication part 309, and / or installed from a removable medium 311. When the computer program is executed by the central processing unit (CPU) 301, various functions defined in the present invention are performed.

[0103] It should be noted that specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM), a flash memory, an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In the present invention, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in combination with an instruction execution system, apparatus, or device.

[0104] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architecture, functions and operations of the systems, methods and computer program products according to various embodiments of the present invention. Each box in the flowchart or block diagram may represent a module, a program segment, or a part of a code, and the above-mentioned module, program segment, or a part of a code contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions marked in the box may also occur in an order different from that marked in the accompanying drawings.

[0105] Specifically, the ship dangerous goods transportation safety control system of this embodiment includes a processor and a memory, and a computer program is stored in the memory. When the computer program is executed by the processor, the ship dangerous goods transportation safety control method provided by the above embodiment is implemented.

[0106] As another aspect, the present invention further provides a computer-readable storage medium, which may be included in the ship dangerous goods transportation safety control system described in the above embodiment; or may exist independently without being assembled into the ship dangerous goods transportation safety control system. The above storage medium carries one or more computer programs, and when the above one or more computer programs are executed by a processor of the ship dangerous goods transportation safety control system, the ship dangerous goods transportation safety control system implements the ship dangerous goods transportation safety control method provided in the above embodiment.

[0107] As described above, the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

[0108] As used in the above embodiments, the term "when..." may be interpreted to mean "if..." or "after..." or "in response to determining..." or "in response to detecting...", depending on the context. Similarly, the phrases "upon determining..." or "if (the stated condition or event) is detected" may be interpreted to mean "if determining..." or "in response to determining..." or "upon detecting (the stated condition or event)" or "in response to detecting (the stated condition or event)", depending on the context.

[0109] Those skilled in the art can understand that to implement all or part of the processes in the above-mentioned embodiments, the processes can be completed by computer programs to instruct related hardware, and the programs can be stored in computer-readable storage media. When the programs are executed, they can include the processes of the above-mentioned method embodiments. The aforementioned storage media include: ROM or random access memory RAM, magnetic disk or optical disk and other media that can store program codes.

Claims

1. A method for controlling the safety of dangerous goods transport by ship, characterized in that: Applied to the safety control system for dangerous goods transportation on ships, the method comprises: Acquire dangerous goods parameter data of a dangerous goods monitoring sensor, wherein the dangerous goods parameter data includes gas concentration, temperature and smoke concentration; When the sensor parameter data exceeds a preset parameter threshold, obtaining motion posture data, tilt angle data, and pressure distribution data of the cargo on the bottom and sides of the cargo hold on the current ship; Calculating the center of gravity offset of the current ship based on the motion posture data, the tilt angle data and the pressure distribution data; Calculating a fixing adjustment parameter of the cargo fixing device based on the center of gravity offset; A device adjustment instruction including the fixed adjustment parameter is sent to the target client.

2. The method according to claim 1, characterized in that The step of calculating the center of gravity offset of the ship based on the motion posture data, the tilt angle data and the pressure distribution data specifically includes: Calculating the actual load of each cargo hold based on the current cargo loading condition, and determining the actual distribution condition of the cargo in each cargo hold according to the pressure distribution data; Calculating the change in the center of gravity position based on the inclination angle data of the current ship, wherein the inclination angle data includes heel angle data and pitch angle data; Calculate the theoretical center of gravity position under the current cargo loading condition by combining the actual distribution condition, the change of the center of gravity position and the actual load data, and compare the theoretical center of gravity position with the standard center of gravity position of the current ship to obtain a preliminary offset; The preliminary center of gravity offset is corrected based on the motion posture data to obtain a center of gravity offset.

3. The method according to claim 1, characterized in that The step of calculating the fixing adjustment parameters of the cargo fixing device based on the center of gravity offset specifically includes: Calculating the required change in the fixing force according to the center of gravity offset; A fixing adjustment parameter corresponding to the fixing force is matched in a preset device database, wherein the fixing adjustment parameter is an operating parameter of the cargo fixing device.

4. The method according to claim 1, characterized in that: After the step of sending the device adjustment instruction including the fixed adjustment parameter to the target client, the method further includes: Receive adjustment result data fed back by the target client, wherein the adjustment result data includes cargo fixing status information after adjustment and abnormal situation information during the adjustment process; Based on the adjustment result data, determining whether the adjustment of the cargo securing device is successful; If the adjustment is judged to be successful, the cargo fixation status database is updated according to the judgment result.

5. The method according to claim 4, characterized in that After the step of determining whether the adjustment of the cargo securing device is successful based on the adjustment result data, the method further includes: If it is determined that the adjustment fails, analyzing the abnormal situation information, and generating a fault handling solution based on the abnormal situation information; The fault handling solution is sent to the target client.

6. The method according to claim 1, characterized in that After the step of sending the device adjustment instruction including the fixed adjustment parameter to the target client, the method further includes: When the sensor parameter data does not exceed a preset parameter threshold, regularly obtain the ship's navigation status data, including speed, heading and sea condition information; Calculate the impact of the ship's navigation on the cargo based on the navigation status data; When the impact exceeds the preset safety range, a suggestion for adjusting the cargo fixing strength is generated; The adjustment suggestion is sent to the target client.

7. The method according to claim 6, characterized in that The step of calculating the degree of influence of the ship's navigation on the cargo according to the navigation status data specifically includes: Input the current speed, current heading and current sea condition information into the ship motion model to calculate the ship acceleration and angular velocity; Obtaining weight distribution data and fixed point position information of the cargo, and calculating a resultant force and moment acting on the cargo based on the acceleration, angular velocity, the weight distribution data and the fixed point position information; The resultant force and the moment are compared with the fixing strength of the cargo to determine the degree of impact.

8. A ship dangerous goods transportation safety control system, characterized in that: The ship dangerous goods transportation safety control system includes: one or more processors and a memory; the memory is coupled to the one or more processors, the memory is used to store computer program code, the computer program code includes computer instructions, and the one or more processors call the computer instructions to enable the ship dangerous goods transportation safety control system to execute the method described in any one of claims 1-7.

9. A computer-readable storage medium comprising instructions, characterized in that: When the instruction is executed on a ship's dangerous goods transportation safety control system, the ship's dangerous goods transportation safety control system executes the method as claimed in any one of claims 1 to 7.

10. A computer program product, characterized in that When the computer program product runs on a ship's dangerous goods transportation safety control system, the ship's dangerous goods transportation safety control system enables the ship's dangerous goods transportation safety control system to execute the method according to any one of claims 1 to 7.

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