Ship propulsion control system and method

Abstract

The invention discloses a ship propulsion control system and method, and relates to the technical field of ship engineering.The ship propulsion control system comprises an acquisition module used for acquiring analog quantity signals during ship propulsion, and a main controller module used for receiving the analog quantity signals and generating a propulsion control instruction; according to the ship propulsion control system, two acquisition channels are arranged for analog quantity signals, a fault channel is rapidly detected and switched in combination with a self-checking mechanism, the fault channel can be rapidly detected, the fault channel can be rapidly switched, the fault channel can be rapidly detected, the fault channel can be rapidly switched, and the reliability of the ship propulsion control system can be improved. A digital quantity output channel fault is found in time and switched to a standby channel, a power supply and communication interface backup strategy is perfected, fault priorities are accurately divided, corresponding measures are taken, the strict requirements of modern ships for high reliability and high safety of propulsion control are met, and powerful technical support is provided for stable navigation of the ships.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of ship engineering, and in particular to a ship propulsion control system and method. BACKGROUND

[0002] In recent years, as the core carrier of cross-continental transportation and marine operations, the technical performance and operational reliability of ships are facing unprecedented challenges. Modern ships not only need to have strong power output to adapt to long-distance navigation and heavy-load transportation, but also need to be upgraded in intelligent control, energy optimization and safety protection. In particular, in the field of ship propulsion control system, as the key component directly determining the ship's speed, maneuverability and endurance, its running state is directly related to the safety of ship navigation and operational efficiency.

[0003] In the prior art, there are certain limitations in signal acquisition, fault detection and processing in the related technology of ship propulsion. In the aspect of signal acquisition, single acquisition channel or simple redundancy design is often used. When the acquisition channel fails, it is difficult to quickly and accurately detect and switch to the backup channel, which may lead to signal loss or inaccurate acquisition data. In the aspect of fault detection and processing, the fault detection of digital output channel is not timely, and there is a lack of effective backup channel switching mechanism. At the same time, the backup strategy for power supply and communication interface is not perfect. Once the power supply is interrupted or the communication fails, the control system may be paralyzed. The self-checking function of the prior art is scattered, and the self-checking data of each module cannot be effectively fused and analyzed, so it is difficult to accurately judge the fault level and take targeted measures. SUMMARY

[0004] The technical problem solved by the present application is that the related technology of ship propulsion has certain limitations in signal acquisition, fault detection and processing. In the aspect of signal acquisition, single acquisition channel or simple redundancy design is often used. When the acquisition channel fails, it is difficult to quickly and accurately detect and switch to the backup channel, which may lead to signal loss or inaccurate acquisition data. In the aspect of fault detection and processing, the fault detection of digital output channel is not timely, and there is a lack of effective backup channel switching mechanism. At the same time, the backup strategy for power supply and communication interface is not perfect. Once the power supply is interrupted or the communication fails, the control system may be paralyzed. The self-checking function of the prior art is scattered, and the self-checking data of each module cannot be effectively fused and analyzed, so it is difficult to accurately judge the fault level and take targeted measures.

[0005] To solve the above technical problems, the present application provides the following technical scheme: a ship propulsion control system, comprising an acquisition module, a main controller module and an execution module; The acquisition module is used to acquire analog signals during ship propulsion through different sensors; The main controller module is configured to receive the analog signals by using an embedded computing controller, and generate a propulsion control instruction according to a preset control strategy, and the main controller of the ship propulsion control system is internally integrated with a double acquisition unit, a back-checking unit, a backup cutting unit and a self-checking unit for fault self-checking. The execution module is configured to receive the propulsion control instruction, and adjust the propeller pitch of the ship and the rotating speed of the main engine by using a propeller pitch control executor and a main engine throttle controller to execute the propulsion control instruction. The double acquisition unit is configured to obtain the value range of each analog signal, and set two acquisition channels for each analog signal, including a first acquisition channel and a second acquisition channel. The same analog signal at the same time is acquired by using the two acquisition channels respectively to obtain first acquisition data and second acquisition data, and the first acquisition data and the second acquisition data are compared to obtain an acquisition data deviation value. The acquisition data deviation value is compared with a preset data deviation threshold value, and when the acquisition data deviation value is greater than the preset data deviation threshold value, it is determined that one of the two acquisition channels is in an abnormal state, the acquisition channel in the abnormal state is determined, and the acquisition channel in the normal state is switched to. The logic for determining the acquisition channel in the abnormal state includes: The abnormal state includes a range abnormality, a jump abnormality and a fixed abnormality. The range abnormality includes comparing the first acquisition data and the second acquisition data with the value range of the corresponding analog signal respectively, and determining the acquisition channel corresponding to the acquisition data exceeding the value range as a range abnormality. The jump abnormality includes calculating the data change amount of the first acquisition data and the second acquisition data at adjacent two unit time nodes respectively to obtain a first data change amount and a second data change amount. If one of the first data change amount and the second data change amount is greater than a preset jump threshold value, the acquisition channel corresponding to the acquisition data with the data change amount greater than the preset jump threshold value is determined as a jump abnormality. The fixed abnormality includes obtaining the historical data update records of the first acquisition data and the second acquisition data respectively, and based on the historical data update records, the update frequency of the first acquisition data and the second acquisition data within a preset time is counted respectively to obtain a first update frequency and a second update frequency. If one of the first update frequency and the second update frequency decreases to zero within a preset period and the acquisition data does not change, the acquisition channel corresponding to the data with one of the first update frequency and the second update frequency is determined as a fixed abnormality.

[0006] As a preferred scheme of the ship propulsion control system, wherein: the different sensors include a rotation speed sensor, a propeller angle sensor and a throttle position sensor. The analog signals include a main engine rotation speed signal, a ship propeller angle signal and a throttle position signal.

[0007] As a preferred scheme of the ship propulsion control system, wherein: the main controller module is configured to receive the analog signals by using an embedded computing controller, and generate a propulsion control instruction according to a preset control strategy, and the main controller of the ship propulsion control system is further integrated with a double-sampling unit, a back-checking unit, a backup switching unit and a self-checking unit for fault self-checking. The logic of generating the propulsion control instruction according to the preset control strategy includes: The preset control strategy includes a preset control algorithm, receives a desired navigation parameter input by a crew member, takes the desired navigation parameter as a target value, takes the analog signals as feedback values, calculates a feedback deviation value between the target value and the feedback values, calculates the feedback deviation value by using the preset control algorithm, and generates the propulsion control instruction. The desired navigation parameter includes a desired main engine rotation speed, a desired ship propeller angle and a desired ship speed.

[0008] As a preferred scheme of the ship propulsion control system, wherein: the back-checking unit is configured to receive an instruction signal of the propulsion control instruction output by the main control module through a digital quantity output channel, and electrically isolate the instruction signal by using an optical coupling element. The electrically isolated instruction signal is duplicated into two paths in the main controller of the ship propulsion control system to obtain a first path signal and a second path signal. The first path signal is transmitted to an execution module through the digital quantity output channel. Meanwhile, the second path signal is transmitted to a digital quantity input port of the main controller of the ship propulsion control system through an internal connection line as a feedback signal. The instruction signal and the feedback signal are compared, if the instruction signal and the feedback signal are inconsistent, it is determined that the current digital quantity output channel has a fault, the current digital quantity output channel is switched to a backup output channel, and an alarm signal is sent to remind the staff, and alarm information is recorded, the alarm information includes a time of the fault and a channel of the fault.

[0009] As a preferred scheme of the ship propulsion control system, wherein: the backup switching unit is configured to set a main power supply and a backup power supply, and switch the main power supply to the backup power supply through a power supply switching circuit when the main power supply has a voltage instability or a power failure.

[0010] As a preferred scheme of the ship propulsion control system, wherein: the self-checking unit is used to detect the real-time state of the double sampling unit, the back-checking unit and the backup switching unit, to obtain self-checking data, to determine the fault priority when the ship fails according to the self-checking data, and to take different processing measures according to different fault priorities. The self-checking data includes the channel state of the two acquisition channels of the double sampling unit, the comparison result of the command signal and the feedback signal of the back-checking unit, and the working state of the main power supply and the backup power supply of the backup switching unit. The fault priority includes a first-level fault, a second-level fault and a third-level fault, and different processing measures are taken according to different fault priorities. The logic for determining the fault priority when the ship fails according to the self-checking data includes: The first case is that both acquisition channels are in an abnormal state. The second case is that the digital output channel fails and there is no backup output channel. The third case is that both the main power supply and the backup power supply are in a voltage instability state or a power failure state. If one of the first case, the second case and the third case occurs, it is determined as a first-level fault. The fourth case is that one of the two acquisition channels is in an abnormal state. The fifth case is that the digital output channel fails but can be switched to the backup output channel. The sixth case is that the main power supply is switched to the backup power supply in a voltage instability state or a power failure state. If the first-level fault does not occur, but one of the fourth case, the fifth case and the sixth case occurs, it is determined as a second-level fault. The seventh case is that the two acquisition channels are in an abnormal state and then quickly recover. The eighth case is that the digital output signal and the feedback signal are inconsistent. The ninth case is that the main power supply is in a voltage instability state or a power failure state and then quickly recovers. If the first-level fault and the second-level fault do not occur, but one of the seventh case, the eighth case and the ninth case occurs, it is determined as a third-level fault.

[0011] As a preferred scheme of the ship propulsion control system, wherein: the logic for taking different processing measures according to different fault priorities includes: When it is determined as a first-level fault, the highest level of audible and visual alarm is triggered immediately, a remote emergency notification is sent to the operation and maintenance personnel synchronously, an emergency power supply is started quickly, and key fault data is saved quickly. When the secondary fault is determined, the acquisition channel is switched to the normal state acquisition channel, the digital quantity output channel is switched to the backup output channel, the fault communication interface is disabled, the backup power supply stable output is maintained, the medium intensity alarm prompt is sent, the time, specific position and fault channel number of the fault occurrence are recorded in detail, and the maintenance is arranged; When the tertiary fault is determined, no alarm information is actively sent, and the fault records are summarized to form an analysis report which is sent to the operation and maintenance personnel.

[0012] As a preferred scheme of the ship propulsion control system, the execution module comprises a driving unit and an execution unit. The driving unit is configured to receive the first signal and perform energy conversion on the first signal to obtain a driving signal. The execution unit is configured to receive the driving signal, generate mechanical action for adjusting the propeller pitch of the ship and the rotating speed of the main engine according to the driving signal, and execute the mechanical action through the propeller pitch control executor and the main engine throttle controller.

[0013] A ship propulsion control method applied to a ship propulsion control system, comprising the following steps: Step S1, acquiring analog quantity signals during ship propulsion through different sensors; Step S2, receiving the analog quantity signals by using an embedded computing controller, and generating a propulsion control instruction according to a preset control strategy, wherein the main controller of the ship propulsion control system is further integrated with a double acquisition unit, a back-checking unit, a backup switching unit and a self-checking unit for fault self-checking; Step S3, receiving the propulsion control instruction, and adjusting the propeller pitch of the ship and the rotating speed of the main engine through the propeller pitch control executor and the main engine throttle controller to execute the propulsion control instruction.

[0014] The ship propulsion control system provided by the application has the advantages that two acquisition channels are set for analog quantity signals by the double acquisition module, the fault channel is quickly detected and switched in combination with the self-checking mechanism, signal loss or inaccurate data is avoided, when fault detection and processing are performed, the back-checking module timely detects the digital quantity output channel fault and switches to the backup channel, the backup switching module perfects the power supply and communication interface backup strategy, prevents the control function from being paralyzed, the self-checking module fuses the self-checking data of the double acquisition module, the back-checking module and the backup switching module, accurately divides the fault priority and takes corresponding measures, meets the strict requirements of modern ships on high reliability and high safety of propulsion control, and provides strong technical support for stable navigation of the ship. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 A basic flowchart of a ship propulsion control system is provided for an embodiment of the application.

[0016] Figure 2 A flow chart of steps of a ship propulsion control method is provided for an embodiment of the present application.

[0017] Figure 3 A working step diagram of a ship propulsion control system.

[0018] Figure 4 A functional block diagram of a main controller of a ship propulsion control system.

[0019] Figure 5 A structural schematic diagram of a main controller of a ship propulsion control system. DETAILED DESCRIPTION

[0020] In order to make the above objectives, characteristics and advantages of the present application more obvious and easy to understand, the specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments.

[0021] Embodiment 1, with reference to Figure 1 For an embodiment of the present application, a ship propulsion control system is provided, which comprises a collection module, a main controller module and an execution module; The collection module is used to collect analog signals during ship propulsion through different sensors; The main controller module is used to receive analog signals by using an embedded computing controller, and generate propulsion control instructions according to a preset control strategy. The main controller of the ship propulsion control system is also integrated with a double-sampling unit, a back-checking unit, a backup switching unit and a self-checking unit for fault self-checking; The execution module is used to receive the propulsion control instructions, and adjust the propeller pitch of the ship and the rotating speed of the main engine through the propeller pitch control actuator and the main engine throttle controller of the ship to execute the propulsion control instructions; The double-sampling unit is used to obtain the value range of each analog signal, and set two collection channels for each analog signal, including a first collection channel and a second collection channel; The same analog signal at the same time is collected through the two collection channels to obtain first collection data and second collection data. The first collection data and the second collection data are compared to obtain a collection data deviation value; The collection data deviation value is compared with a preset data deviation threshold value. When the collection data deviation value is greater than the preset data deviation threshold value, it is determined that one of the two collection channels is in an abnormal state. The collection channel in the abnormal state is determined, and the collection channel in the normal state is switched to; The logic for determining the collection channel in the abnormal state includes: The abnormal state includes range abnormality, jump abnormality and fixed abnormality; The range anomaly includes: comparing the first acquisition data and the second acquisition data with the numerical range of the corresponding analog signal respectively, and determining the acquisition channel corresponding to the acquisition data exceeding the numerical range as a range anomaly. The jump anomaly includes: calculating the data variation of the first acquisition data and the second acquisition data at adjacent two unit time nodes respectively, obtaining the first data variation and the second data variation. If one of the first data variation and the second data variation is greater than a preset jump threshold, the acquisition channel corresponding to the acquisition data with the data variation greater than the preset jump threshold is determined as a jump anomaly. The fixed anomaly includes: obtaining the historical data update record of the first acquisition data and the second acquisition data respectively, and counting the update frequency of the first acquisition data and the second acquisition data within a preset time based on the historical data update record, obtaining the first update frequency and the second update frequency. If one of the first update frequency and the second update frequency drops to zero within a preset period and the acquisition data does not change, the acquisition channel corresponding to the data of one of the first update frequency and the second update frequency is determined as a fixed anomaly.

[0022] The preset period is set to 10 milliseconds, ensuring that the control instruction is updated at a high frequency of 100 Hz, meeting the real-time requirement.

[0023] The preset time is set to 30 seconds, which is used as an observation window for the system to determine whether the working condition is stable or enters a new state.

[0024] The preset jump threshold is set to 15% of the target set value, which is used to trigger the fast switching of the control mode or alarm, preventing the instruction from mutating.

[0025] The preset data deviation threshold is set to 2% of the full scale of the measurement sensor, which is used to determine whether there is a significant deviation between the actual measurement value and the expected value. If it exceeds, the diagnosis or compensation program is started.

[0026] Two acquisition channels are set for each analog signal. When one of the acquisition channels fails to work normally, the other channel can continue to acquire data without being affected, avoiding signal loss due to single channel failure, thereby ensuring the continuity and reliability of data acquisition, and providing stable data source for subsequent data analysis and control decision of the system.

[0027] When the data deviation of the two channels exceeds the threshold, the self-checking mechanism can quickly locate the faulty channel and immediately switch to the normal channel, avoiding data interruption or error due to single channel failure, and ensuring that the system can always obtain reliable analog data, providing effective support for subsequent control logic and decision.

[0028] By defining the specific judgment logic of the three abnormal states of range anomaly, jump anomaly and fixed anomaly, the operational quantitative standard is provided for the fault identification of the acquisition channel. The range anomaly ensures the rationality of the data, prevents the error of the over-limit value caused by the sensor drift or line fault; the jump anomaly captures the dynamic rationality of the data, effectively filters out the sharp pulse caused by the severe interference, and prevents the misoperation of the control system; the fixed anomaly monitors the activity of the data link, and timely discovers the "zombie data" caused by the communication interruption or sensor jamming, so that the system can automatically identify different types of channel anomalies according to the objective data, thereby providing a solid basis for the subsequent accurate determination of the fault channel and the execution of the switching operation, and ensuring the timely discovery of the channel problem and the effectiveness of the data acquisition.

[0029] The different sensors include a rotation speed sensor, a propeller angle sensor and a throttle position sensor. The analog signals include a main engine rotation speed signal, a ship propeller angle signal and a throttle position signal.

[0030] The main engine rotation speed signal reflects the load and working condition of the engine, the ship propeller angle signal determines the power absorption and thrust generation capacity of the propeller, and the throttle position signal is a direct bridge connecting the control command and the engine power output.

[0031] Through the combined use of the rotation speed sensor, the propeller angle sensor and the throttle position sensor, the key operating parameters of the propulsion system can be comprehensively captured, the real-time acquisition of the main engine rotation speed signal, the ship propeller angle signal and the throttle position signal provides an accurate data basis for the control strategy, so that the system can dynamically adapt to the control requirements under different navigation conditions, and the accuracy and economy of the ship propulsion are improved.

[0032] The main controller module is used to receive the analog signals by using the embedded computing controller, and generate the propulsion control command according to the preset control strategy. The main controller of the ship propulsion control system is also integrated with a double sampling unit, a back-checking unit, a backup switching unit and a self-checking unit for fault self-checking. The logic of generating the propulsion control command according to the preset control strategy includes: The preset control strategy includes a preset control algorithm. The expected navigation parameters input by the crew are received as target values, and the analog signals are received as feedback values. The feedback deviation value between the target values and the feedback values is calculated. The preset control algorithm is used to calculate the feedback deviation value, and the propulsion control command is generated. The expected navigation parameters include expected main engine rotation speed, expected ship propeller angle and expected ship speed.

[0033] In the ship propulsion control system, the calculation of deviation and the generation of instructions is a dynamic and continuous closed-loop process. The system sets the desired navigation parameters input by the crew through the console as the target value of the system, and the acquisition modules distributed throughout the ship are collecting analog signals reflecting the current actual operating state in real time, including the actual main engine speed and the actual propeller angle. These data constitute the feedback value of the system. The system compares the target value with the feedback value in real time, and the difference between the two is the feedback deviation value. For example, if the desired speed is 15 knots and the actual speed is only 14 knots, the feedback deviation value is -1 knot. This deviation value is the core of the entire control logic, and its size and direction accurately indicate the gap between the current state and the target. The preset control algorithm then performs precise calculations on this feedback deviation value. For example, a large and continuous negative deviation will prompt the algorithm to calculate a stronger correction instruction, while a rapidly decreasing deviation will allow the algorithm to make an early prediction to avoid overcorrection. The final output of the algorithm is the propulsion control instruction.

[0034] The embedded controller uses a high-performance microcontroller with strong computing power, and integrates multiple communication interfaces to meet the data acquisition and multi-device interaction requirements.

[0035] By presetting the control algorithm to calculate the feedback deviation value, the deviation between the target value and the actual value is first collected in real time. In the PID control mode, the controller calculates a precise adjustment instruction according to the size of the deviation, the length of time the deviation is accumulated, and the speed of change of the deviation, and then controls the throttle or variable pitch mechanism. In the fuzzy control mode, the deviation and its trend are converted into fuzzy language descriptions such as positive large, zero, and negative small, and then logical reasoning is performed based on the preset rule base. Finally, the reasoning result is converted back to a specific control output. In the model predictive control mode, the system uses the built-in ship mathematical model to predict the evolution of the system state in the future at each control period, and then finds the control scheme that can make the future state closest to the target and has the lowest energy consumption through optimization calculation. The first step of this scheme is immediately executed, and then the prediction and optimization process is repeated continuously in each period to achieve dynamic adjustment.

[0036] The embedded computing controller is used to realize real-time operation of the control algorithm, and the expected navigation parameters input by the crew are compared with the actual feedback signals to calculate the deviation and quickly generate the propulsion control instruction. This feedback deviation-based control strategy can effectively suppress external disturbances and ensure stable control of ship speed, main engine speed, and propeller pitch, with higher control precision and robustness.

[0037] The check unit is used to receive the instruction signal of the propulsion control instruction output by the main control module through the digital output channel, and to electrically isolate the instruction signal through an optical coupling element; The electrically isolated instruction signal is duplicated into two paths in the main controller of the ship propulsion control system to obtain a first path signal and a second path signal; The first path signal is transmitted to the execution module through a digital output channel; Meanwhile, the second path signal is transmitted to the digital input port of the main controller of the ship propulsion control system through an internal connection line as a feedback signal; The instruction signal and the feedback signal are compared, if the instruction signal and the feedback signal are inconsistent, it is determined that the current digital output channel has a fault, the current digital output channel is switched to a backup output channel, and an alarm signal is sent to remind the staff, and alarm information is recorded, including the time of the fault and the channel of the fault.

[0038] The internal connection line is a carefully designed wiring on the controller PCB board, with a short and controlled path, almost immune to external electromagnetic interference, which ensures the authenticity of the feedback signal, making it highly comparable to the signal transmitted to the execution module from the outside, thereby accurately determining whether it is an external channel failure or a controller internal logic error.

[0039] The electrical isolation of the optocoupler can effectively block the interference and surge of the external circuit, protecting the internal circuit of the main controller from damage, while the introduction of the feedback signal allows the main controller to compare the output instruction with the actual output in real time, detect deviations in signal transmission in time, and avoid misoperation of external devices caused by channel failure.

[0040] The instruction signal and the feedback signal are compared, and accurate time stamps are added to the instruction signal and the feedback signal to ensure that the compared signals are corresponding to the same instruction, eliminating the misjudgment caused by transmission delay; the backup output channel switching adopts a high-speed response design, completing the switching and maintaining the stability of the signal parameters in the moment of fault detection, reducing the impact on external devices; the accurate time to the second and the channel number are recorded immediately after fault determination, providing accurate basis for tracing the fault cause.

[0041] If the instruction signal and the feedback signal are inconsistent, the current channel failure can be quickly determined and automatically switched to the backup channel, while the alarm signal reminds the staff and records information containing the fault time and the channel, which not only avoids the control failure caused by the fault channel, but also provides a basis for subsequent maintenance, ensuring the continuity and reliability of the system output function.

[0042] The backup switching unit is used to set the main power supply and the backup power supply, and when the main power supply has voltage instability or power failure, the main power supply is switched to the backup power supply through the power supply switching circuit.

[0043] The power supply switching circuit adopts a relay-based scheme or a semiconductor-based static switch scheme. The switching time of the static switch is in the order of milliseconds or even microseconds, which can realize true uninterrupted power supply, which is crucial for embedded controllers that need to run continuously. The switching speed of the relay is relatively slow, and it has a mechanical life limit.

[0044] When the main power supply has voltage instability or power failure, it can quickly switch to the backup power supply to avoid affecting system operation due to power supply interruption, ensure that the core function is not disturbed by abnormal power supply, and improve the system's ability to respond to power failure through automatic detection and switching, reducing the impact of abnormalities on overall operation.

[0045] The self-checking unit is used to detect the real-time state of the dual-sampling unit, the back-checking unit, and the backup switching unit, obtain self-checking data, determine the fault priority when the ship fails according to the self-checking data, and take different processing measures according to different fault priorities; The self-checking data includes the channel state of the two acquisition channels of the dual-sampling unit, the comparison result of the command signal and the feedback signal of the back-checking unit, and the working state of the main power supply and the backup power supply of the backup switching unit; The fault priority includes a first fault, a second fault, and a third fault, and different processing measures are taken according to different fault priorities; The logic for determining the fault priority when the ship fails according to the self-checking data includes: The first case is that both acquisition channels have abnormal states; The second case is that the digital output channel has a fault and there is no backup output channel; The third case is that the main power supply and the backup power supply both have voltage instability or power failure; If one of the first case, the second case, and the third case occurs, it is determined as a first fault; The fourth case is that one of the two acquisition channels has an abnormal state; The fifth case is that the digital output channel has a fault but can be switched to a backup output channel; The sixth case is that the main power supply has voltage instability or power failure and is switched to a backup power supply; If there is no first fault, but one of the fourth case, the fifth case, and the sixth case occurs, it is determined as a second fault; The seventh case is that the two acquisition channels have abnormal conditions and quickly recover; The eighth case is that the digital output signal and the feedback signal are inconsistent; The ninth case is that the main power supply has voltage instability or power failure and quickly recovers; If no primary fault and secondary fault occurs, but one of the seventh, eighth and ninth cases occurs, it is determined as a tertiary fault.

[0046] The self-checking unit establishes a hierarchical fault handling mechanism through real-time monitoring of the state of each functional module. The system divides the fault into three levels according to the self-checking data such as the state of the dual-channel, the comparison result of the back-checking and the working state of the power supply, and takes differentiated handling measures. This intelligent hierarchical management enables the system to prioritize high-risk faults, optimizes resource allocation, and improves the pertinence and efficiency of fault handling.

[0047] The logic of taking different handling measures according to different fault priorities includes: When it is determined as a primary fault, the highest level of audible and visual alarm is triggered immediately, a remote emergency notification is sent to the operation and maintenance personnel at the same time, the emergency power supply is started quickly, and the key fault data is saved quickly. The key fault data includes fault time, channel number, and should also include waveform data of all related analog signals within seconds before the fault occurs, sequence of control commands and state logs of each unit. These data are stored in non-volatile memory and will not be lost even if the system is completely powered off, which is the material for deep fault analysis and responsibility identification afterwards.

[0048] When it is determined as a secondary fault, the acquisition channel is switched to the normal state acquisition channel, the digital output channel is switched to the standby output channel, the fault communication interface is disabled, the standby power supply is kept stable output, a medium-intensity alarm prompt is issued, the time, specific location and fault channel number of the fault are recorded in detail, and maintenance is arranged. When it is determined as a tertiary fault, no alarm information is sent actively, and the fault records are summarized to form an analysis report which is sent to the operation and maintenance personnel.

[0049] Although the tertiary fault does not trigger an alarm, its recorded analysis report has the value of preventive maintenance.

[0050] For different fault levels, the primary fault triggers the highest level of alarm and emergency response, the secondary fault performs automatic switching and records detailed information, and the tertiary fault is only summarized for analysis. This differentiated handling not only ensures the rapid response of critical faults, but also avoids excessive intervention of low-risk faults, achieving the best balance between system safety and operational efficiency.

[0051] The driving unit is configured to receive the first signal and perform energy conversion on the first signal to obtain a driving signal. The execution unit is configured to receive the driving signal, generate mechanical actions for adjusting the propeller pitch of the ship and the rotating speed of the main engine according to the driving signal, and execute the mechanical actions through the pitch control actuator and the main engine throttle controller.

[0052] The first signal from the main controller is essentially a low-power electrical signal that carries control instructions but does not have the ability to drive large mechanical equipment by itself. The core task of the drive unit is energy conversion, which receives this weak electrical signal and amplifies and converts it into a high-power drive signal that can drive the mechanical actuator. For the instruction to control the propeller pitch, the power amplifier circuit in the drive unit converts the voltage signal into strong current to accurately drive the electro-hydraulic servo valve. For the instruction to control the main engine throttle, the drive unit outputs a specific pulse sequence or analog current to drive the stepper motor. The essence of this process is to convert the energy of information into the energy of the physical world.

[0053] When the drive signal acts on the pitch control actuator, the electro-hydraulic servo valve accurately controls the flow direction and flow rate of high-pressure oil according to the current size, pushing the hydraulic cylinder piston connected to the internal mechanical structure of the blade. The linear motion of the piston is efficiently converted into the rotation of the blade through the crank or swash plate mechanism, thereby achieving precise adjustment of the propeller pitch. When the drive signal acts on the main engine throttle controller, the servo motor or pneumatic actuator generates rotation or linear motion, which directly pulls or pushes the rack of the main engine fuel pump through the connecting rod mechanism, changing its oil supply and achieving precise control of the main engine speed.

[0054] The drive unit converts electrical signals into high-power drive signals, and the execution unit achieves precise adjustment of mechanical action through the pitch control actuator and the main engine throttle controller. The direct coupling of energy conversion and mechanical execution eliminates signal loss in the middle link, making the propulsion control faster and more accurate.

[0055] Embodiment 2, refer to Figure 2 A ship propulsion control method provided by the present application includes the following steps: Step S1, collect analog signal during ship propulsion through different sensors; Step S2, use embedded computing controller to receive analog signal and generate propulsion control instruction according to preset control strategy. The main controller of the ship propulsion control system also integrates double sampling unit, back-checking unit, backup switching unit and self-checking unit for fault self-checking; Step S3, receive propulsion control instruction and adjust the propeller pitch and main engine speed of the ship through the pitch control actuator and the main engine throttle controller to execute the propulsion control instruction.

[0056] The application sets two acquisition channels for analog signals through the double acquisition module, combines the self-checking mechanism to quickly detect the fault channel and switch, avoids signal loss or inaccurate data, and when detecting and processing faults, the back-checking module timely detects the digital output channel fault and switches to the standby channel, the backup module improves the power supply and communication interface backup strategy to prevent the control function from being paralyzed, the self-checking module integrates the self-checking data of the double acquisition module, the back-checking module and the backup module, accurately divides the fault priority and takes corresponding measures, meets the strict requirements of modern ships on high reliability and high safety of propulsion control, and provides strong technical support for stable navigation of the ship.

[0057] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system or a computer program product. Therefore, the present application can take the form of a complete hardware embodiment, a complete software embodiment or an embodiment combining software and hardware aspects. Moreover, the present application can take the form of a computer program product implemented on one or more computer-usable storage media containing computer-usable program code. The storage medium can be realized by any type of volatile or non-volatile storage device or their combination, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk. These computer program instructions can also be stored in a computer readable storage medium that can guide the computer or other programmable data processing device to work in a specific way, so that the instructions stored in the computer readable storage medium produce a product including instruction means, which realize the functions specified in the flow Figure 1 The functions specified in one or more flows and / or blocks Figure 1 One or more blocks or multiple blocks.

[0058] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present application and not to limit it. Although the present application has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present application can be modified or replaced by equivalents without departing from the spirit and scope of the present application, which should be covered by the protection scope of the present application.

Claims

1. A marine propulsion control system, characterized by, The system comprises a collection module, a main controller module and an execution module. The collection module is configured to collect analog signals of a ship during propulsion by different sensors. The main controller module is configured to receive the analog signals by using an embedded computing controller and generate a propulsion control instruction according to a preset control strategy. The execution module is configured to receive the propulsion control instruction and adjust the propeller pitch and the engine speed of the ship by using a propeller pitch controller and an engine throttle controller to execute the propulsion control instruction. The double collection unit is configured to obtain the value range of each analog signal and set two collection channels for each analog signal, including a first collection channel and a second collection channel. The two collection channels are configured to collect the same analog signal at the same time to obtain first collection data and second collection data. The first collection data and the second collection data are compared to obtain a collection data deviation value. The collection data deviation value is compared with a preset data deviation threshold value. When the collection data deviation value is greater than the preset data deviation threshold value, it is determined that one of the two collection channels is in an abnormal state. The logic for determining the collection channel in the abnormal state includes: The abnormal state includes range abnormality, jump abnormality and fixed abnormality. Range abnormality includes comparing the first collection data and the second collection data with the value range of the corresponding analog signal to determine the collection channel of the collection data that exceeds the value range as range abnormality. Jump abnormality includes calculating the data change amount of the first collection data and the second collection data at adjacent two unit time nodes to obtain a first data change amount and a second data change amount. If one of the first data change amount and the second data change amount is greater than a preset jump threshold value, the collection channel of the collection data with the data change amount greater than the preset jump threshold value is determined as jump abnormality.

2. The marine propulsion control system of claim 1, wherein: Fixed abnormality includes obtaining the historical data update records of the first collection data and the second collection data, respectively, and counting the update frequency of the first collection data and the second collection data within a preset time based on the historical data update records to obtain a first update frequency and a second update frequency. If one of the first update frequency and the second update frequency decreases to zero within a preset period and the collection data does not change, the collection channel of the data corresponding to one of the first update frequency and the second update frequency is determined as fixed abnormality. The different sensors include a speed sensor, a propeller angle sensor and a throttle position sensor. The analog signals include an engine speed signal, a propeller angle signal and a throttle position signal.

3. The marine propulsion control system of claim 2, wherein: The main controller module is configured to receive the analog signals by using an embedded computing controller, and generate a propulsion control instruction according to a preset control strategy, and the main controller of the ship propulsion control system is further integrated with a double-sampling unit, a back-checking unit, a backup switching unit and a self-checking unit for fault self-checking; The logic of generating the propulsion control instruction according to the preset control strategy comprises: The preset control strategy comprises a preset control algorithm, receives a desired navigation parameter input by a crew member, takes the desired navigation parameter as a target value, takes the analog signals as feedback values, calculates a feedback deviation value between the target value and the feedback values, calculates the feedback deviation value by using the preset control algorithm, and generates the propulsion control instruction; The desired navigation parameter comprises a desired main engine rotating speed, a desired propeller angle and a desired ship speed.

4. The marine propulsion control system of claim 3, wherein: The back-checking unit is configured to receive an instruction signal of the propulsion control instruction output by the main control module through a digital quantity output channel, and electrically isolate the instruction signal by using an optical coupling element; The instruction signal after the electrical isolation is copied into two paths in the main controller of the ship propulsion control system to obtain a first path signal and a second path signal; The first path signal is transmitted to the execution module through the digital quantity output channel; Meanwhile, the second path signal is transmitted to a digital quantity input port of the main controller of the ship propulsion control system through an internal connection line as a feedback signal; The instruction signal and the feedback signal are compared, if the instruction signal and the feedback signal are inconsistent, it is determined that the current digital quantity output channel has a fault, the current digital quantity output channel is switched to a backup output channel, and an alarm signal is sent to remind the staff, and alarm information is recorded, the alarm information comprises a time of the fault and a channel of the fault.

5. The marine propulsion control system of claim 4, wherein: The backup switching unit is configured to set a main power supply and a backup power supply, and when the main power supply has a voltage instability or a power failure, the main power supply is switched to the backup power supply through a power supply switching circuit.

6. The marine propulsion control system of claim 5, wherein: The self-checking unit is configured to detect real-time states of the double-sampling unit, the back-checking unit and the backup switching unit to obtain self-checking data, determine a fault priority when the ship has a fault according to the self-checking data, and take different processing measures according to different fault priorities; The self-checking data comprises channel states of two acquisition channels of the double-sampling unit, a comparison result of the instruction signal and the feedback signal of the back-checking unit, and working states of the main power supply and the backup power supply of the backup switching unit; The fault priority comprises a first-level fault, a second-level fault and a third-level fault, and different processing measures are taken according to different fault priorities; The logic of determining the fault priority when the ship has a fault according to the self-checking data comprises: If both of the two acquisition channels have an abnormal state, it is regarded as a first case; If the digital quantity output channel has a fault and has no backup output channel, it is regarded as a second case; If the main power supply and the backup power supply both have a voltage instability or a power failure, it is regarded as a third case; If one of the first case, the second case and the third case occurs, it is determined as a first-level fault; If one of the two acquisition channels has an abnormal state, it is regarded as a fourth case; The digital output channel failure but switchable to the backup output channel as the fifth case; The main power supply voltage instability or power failure switching to the backup power supply as the sixth case; If no primary failure occurs, but one of the fourth case, the fifth case and the sixth case occurs, it is determined as a secondary failure; The two acquisition channels appear abnormal situation and quickly recover as the seventh case; The digital output signal and the feedback signal are inconsistent and synchronized as the eighth case; The main power supply voltage instability or power failure and quickly recover as the ninth case; If no primary failure and secondary failure occurs, but one of the seventh case, the eighth case and the ninth case occurs, it is determined as a tertiary failure.

7. A marine propulsion control system as claimed in claim 6, characterised in that: The logic of taking different processing measures according to different fault priorities comprises: When it is determined as a primary failure, the highest level of audible and visual alarm is triggered immediately, the remote emergency notification is sent to the operation and maintenance personnel synchronously, the emergency power supply is started quickly, and the key fault data is saved quickly; When it is determined as a secondary failure, the acquisition channel is switched to the normal acquisition channel, the digital output channel is switched to the backup output channel, the fault communication interface is disabled, the backup power supply is kept stable output, the medium intensity alarm prompt is sent, the time, specific position and fault channel number of the fault are recorded in detail, and the repair is arranged; When it is determined as a tertiary failure, no alarm information is sent actively, and the fault record is summarized to form an analysis report which is sent to the operation and maintenance personnel.

8. A marine propulsion control system as claimed in claim 7, characterised in that: The execution module comprises a driving unit and an execution unit; The driving unit is used for receiving the first signal and performing energy conversion on the first signal to obtain a driving signal; The execution unit is used for receiving the driving signal, generating mechanical action of adjusting the propeller pitch and the main engine speed of the ship according to the driving signal, and executing the mechanical action through the propeller pitch control actuator and the main engine throttle controller.

9. A method of ship propulsion control for use in a ship propulsion control system according to any one of claims 1-8, characterized by The method comprises the following steps: Step S1, collecting analog signals during ship propulsion through different sensors; Step S2, receiving the analog signals by using an embedded computing controller, and generating a propulsion control instruction according to a preset control strategy, wherein the main controller of the ship propulsion control system is further integrated with a double acquisition unit, a back-checking unit, a backup switching unit and a self-checking unit for fault self-checking; Step S3, receiving the propulsion control instruction, and adjusting the propeller pitch and the main engine speed of the ship through the propeller pitch control actuator and the main engine throttle controller to execute the propulsion control instruction.

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