Intelligent low-level emergency lighting control method and system for ship based on computer model

Abstract

The present application relates to a kind of ship intelligent low-level emergency lighting control method and system based on computer model, belong to ship lighting system technical field.The system control method and system of adoption of the present application, by establishing the whole ship digital emergency model, including each emergency state under the abandon ship, fire, plugging, personnel fall into water, oil spill and comprehensive response signal model, and the electronic map model of the space information of the whole ship cabin and passageway;Further can when accident occurs, according to the whole ship digital emergency model, especially the linkage of automatic alarm device, fire detection system and other equipment and system, determine the position and type of danger occurrence;Based on this, automatically plan lighting safety evacuation route or personnel deployment route;The present application is better ensured that the efficient and orderly of ship personnel evacuation by efficient, accurate intelligent emergency lighting system and low-level lighting guide.

Description

Technical Field

[0001] This invention relates to the field of marine lighting system technology, and particularly to the field of marine emergency low-level lighting technology, specifically to a computer model-based intelligent low-level emergency lighting control method and system for ships. Background Technology

[0002] In the field of ship emergency lighting, traditional emergency lighting systems have many shortcomings. Existing low-level lighting systems, whether electric or fluorescent, provide fixed evacuation route information and cannot dynamically indicate the safest and shortest evacuation routes based on the actual location of a fire on board. If a fire or hazardous accident occurs on a pre-set evacuation route, it may cause injury or prolong evacuation time, leading to safety consequences. Therefore, it is necessary to improve the intelligence level of existing low-level lighting systems by applying intelligent technologies, without affecting their original safety functions. This would allow for dynamic planning and prompting of evacuation routes based on information from ship accidents, thereby optimizing personnel evacuation. Summary of the Invention

[0003] The purpose of this invention is to overcome the shortcomings of the prior art and provide a computer model-based intelligent low-level emergency lighting control method and system for ships that can efficiently and accurately calculate the location and type of the accident, plan the best evacuation route, and control low-level lighting for dynamic guidance when a ship emergency occurs.

[0004] To achieve the above objectives, the present invention provides a computer model-based intelligent low-level emergency lighting control method for ships, comprising the following steps:

[0005] Step 1: Establish a digital emergency model for the entire ship. This model should include at least: the location of lighting equipment, the location of sensor modules, the location of each evacuation exit, the location of events that require crew intervention, the display area of ​​the existing low-level lighting system, information on operable equipment, and an electronic map model of the spatial information of all cabins and emergency evacuation routes on the ship.

[0006] Step 2: Monitor the ship's operating status. When an accident occurs, calculate the accident type and location based on the input signals from the ship's digital emergency model and sensor modules.

[0007] Step 3: Based on the accident type and location information, determine and issue corresponding lighting guidance route plans, and use low-level lighting for dynamic route guidance;

[0008] Step 4: Automatically recalculate and replan the lighting guidance route based on the real-time updated accident status.

[0009] Preferably, in step 2, the status information of the sensor module is monitored in real time. The input signals of the sensor module include at least: emergency signal, fire detection signal, air detection signal, water level detection signal, and oil level detection signal. An accident is determined based on the abnormal signals input by the sensor module. Based on the type of abnormal signal and the corresponding sensor module number information, combined with the ship's digital emergency model, the accident type, the actual location of the accident, and the corresponding virtual address in the electronic map model are calculated.

[0010] Preferably, the ship's digital emergency model can also receive external input information to plan lighting guidance routes, simulate emergency scenarios, provide evacuation routes, and realize emergency drill functions.

[0011] Preferably, step 3 includes:

[0012] Step 3.1: Based on the virtual address of the accident location and the accident type, calculate and automatically plan a low-level lighting guidance route. This low-level lighting guidance route includes personnel deployment lighting routes and personnel evacuation lighting routes to ensure personnel safety in emergency situations. The relevant escape and emergency routes provide real-time guidance for the deployment of personnel on each corresponding ship.

[0013] Step 3.2: Based on the input information, accident location, accident type, and the ship's digital emergency model, calculate the nearest escape exit and the fastest escape route under the accident, thereby determining the optimal low-level lighting route, and continuously update the optimal lighting route for personnel, so as to ensure the safe escape of personnel or the function of engineers to restore or ensure the safety of equipment in emergency situations.

[0014] Step 3.3: Based on the optimal low-level lighting routes corresponding to different personnel, calculate the length of repeated paths of these optimal low-level lighting routes and the number of people passing through the repeated paths, and optimize the scheduling of the optimal low-level lighting routes to determine the final low-level lighting routes.

[0015] Preferably, step 4 includes:

[0016] Step 4.1: Based on the accident type, accident location, and input information, obtain the real-time accident status using the ship-wide digital emergency model;

[0017] Step 4.2: Continuously update the calculation based on the real-time accident status and replan the low-level lighting route; or receive manually input information to recalculate and replan the low-level lighting route.

[0018] A computer-model-based intelligent low-level emergency lighting control system for ships, which is connected to ship lighting equipment, sensing modules, and alarm devices;

[0019] The control system is as follows Figure 2 include:

[0020] The digital emergency module is used to establish a digital emergency model for the entire ship. This model includes: the location of lighting equipment, the location of sensor modules, the location of each evacuation exit, the location of events that require crew intervention, the display area of ​​the existing low-level lighting system, information on operable equipment, and an electronic map model of the spatial information of all cabins and emergency evacuation routes on the ship.

[0021] The accident analysis module calculates the accident type and location based on the input signals and the ship's digital emergency model.

[0022] The intelligent computing module is used to calculate the optimal route planning for evacuating passengers / guiding crew members throughout the entire ship based on the location and type of the accident;

[0023] The real-time calculation module is used to recalculate and plan real-time low-level lighting routes based on the real-time updated emergency event status. It can also receive manually input information to recalculate evacuation routes.

[0024] The control terminal is used for displaying emergency information and routes, inputting emergency information and instructions, setting up software, and editing and modifying the ship's digital emergency model.

[0025] After receiving sensor input information or manual input information, the control system determines whether an accident has occurred, calculates the type and location of the accident, determines the virtual accident location in the ship's digital emergency model, and calculates and updates the lighting guidance route based on the electronic map model.

[0026] Preferably, the control system further includes a communication module that associates information with the input device.

[0027] Preferably, the accident analysis module calculates the accident type and accident location based on real-time input information and the ship's digital emergency model, including lifesaving, firefighting, water ingress, personnel falling into the water, oil spill response, comprehensive response, all-clear signal, and accident location.

[0028] Preferably, the intelligent computing module calculates automatically planned low-level lighting guidance based on the accident location and accident type. The low-level lighting guidance includes low-level lighting routes for personnel escape or low-level lighting routes for personnel deployment. These routes will avoid areas damaged by the accident and potentially dangerous, guide evacuated passengers to the nearest evacuation exit / crew to the shortest route to the location of the incident to be dealt with, and avoid collisions or path intersections among people.

[0029] Preferably, the real-time calculation module is used to recalculate and plan real-time low-level lighting routes based on the real-time updated emergency event status, and can also receive manually input information to recalculate evacuation routes.

[0030] As described above, the intelligent low-level emergency lighting control system for ships of the present invention connects the ship's emergency lighting control system and emergency signal systems via hard wiring. It uses real-time ship alarm signals (emergency response signals), ship accident-related detection and sensor signals, etc., as the status input information for the entire ship's digital emergency model. Through real-time calculation of the model, it realizes the following functional modules:

[0031] The digital emergency module is used to establish a digital emergency model for the entire ship. This model includes the location of each evacuation exit / the location of events that require crew intervention, the display area of ​​the existing low-level lighting system and information on operable equipment, an electronic map of the space information of all cabins and passageways on the ship, and the correlation between the model and other external input information (such as emergency signals and fire detection signals).

[0032] The accident analysis module is responsible for calculating the accident type and location based on input signals and the ship's digital emergency model. Specifically, the accident analysis module is used to calculate the accident type and location, including lifesaving (abandon ship and call passengers), firefighting (fire), water ingress (ship leak plugging), personnel falling overboard, oil spill response, comprehensive response, and all-clear signal, based on the real-time information and the ship's digital emergency model.

[0033] The intelligent computing module calculates the optimal route planning for evacuating passengers and guiding crew members throughout the ship based on the location and type of the accident. This includes low-level lighting routes for personnel escape or deployment, which avoid areas damaged by the accident and potentially hazardous (such as fire, smoke, or flooded areas), guiding evacuated passengers to the nearest evacuation exit / crew to the location of the incident, while preventing collisions or path intersections. It also features an emergency drill function, simulating emergency scenarios, providing evacuation routes, and conducting drills.

[0034] The intelligent computing module is specifically used to: automatically plan low-level lighting guidance based on the accident location and type. This low-level lighting guidance includes personnel escape low-level lighting routes or personnel deployment low-level lighting routes. These routes will avoid areas damaged by the accident and potentially dangerous areas (such as fire, smoke, and water-infiltrated areas), guiding evacuated passengers to the nearest evacuation exit / crew to the shortest route to the location of the incident, while avoiding collisions or path intersections. This ensures maximum personnel safety in emergency situations, providing real-time guidance on relevant escape and emergency routes to the corresponding personnel on board. It calculates the nearest escape exit or the fastest escape route in the event of the accident to determine the low-level lighting route, ensuring safe evacuation of personnel or enabling engineers to restore or ensure equipment safety in emergency situations. It also has an emergency drill function, simulating emergency scenarios, providing evacuation routes, and conducting drills.

[0035] The real-time calculation module can recalculate and plan real-time low-level lighting routes based on the real-time updated emergency event status. It can also receive manually input information (such as cabins to be avoided, routes, etc.) to recalculate evacuation routes.

[0036] The real-time calculation module is specifically used to: recalculate and plan real-time low-level lighting routes based on the real-time updated emergency event status, and also to receive manually input information (such as cabins to be avoided, routes, etc.) to recalculate evacuation routes.

[0037] The system also includes at least one control terminal: capable of displaying emergency information and routes, inputting emergency information and instructions, setting software, and editing and modifying the ship's digital emergency model.

[0038] The digital emergency model includes the relationship between the internal structure of each model (the location of each evacuation exit / the location of events that need to be handled by the crew, the display area of ​​the existing low-level lighting system and information on operable equipment, an electronic map of the spatial information of all cabins and passageways on the ship, etc.) and other external input information (such as emergency signals and fire detection signals).

[0039] In this invention, a ship-wide digital emergency model is first established. This model includes an electronic map model of the locations of relevant lighting equipment, the locations of each evacuation exit / events requiring crew intervention, the display area of ​​the existing low-level lighting system and information on operable equipment, and spatial information of all ship compartments and emergency evacuation routes. When an accident occurs, the accident type and location are calculated based on the ship-wide digital emergency model and input signals.

[0040] Secondly, based on the calculation results, targeted lighting guidance route planning is determined and issued, and low-level lighting is used for dynamic guidance. It also has an emergency drill function, which can simulate emergency scenarios, provide evacuation routes, and conduct drills. Furthermore, it can automatically recalculate and replan lighting guidance routes based on real-time updated accident status. This function can also receive manual input (such as cabins to avoid, routes, etc.) to recalculate and plan evacuation routes.

[0041] The ship's digital emergency model includes the relationship between the internal structure of each model (the location of each evacuation exit / the location of events that need to be handled by the crew, the display area of ​​the existing low-level lighting system and information on operable equipment, and an electronic map of the spatial information of all cabins and passageways on the ship) and other external input information (such as emergency signals and fire detection signals).

[0042] When an accident occurs:

[0043] First, determine the location and type of the accident; based on the real-time input information and the ship's digital emergency model, calculate the accident types and locations, including lifesaving (abandoning ship and calling passengers), firefighting (fire), water ingress (ship leak plugging), personnel falling into the water, oil spill response, comprehensive response, and all-clear signal.

[0044] Based on the accident location and type, an automatically planned low-level lighting guidance route is calculated. This route includes personnel evacuation lighting routes or personnel deployment lighting routes to maximize personnel safety in emergency situations. Relevant escape and emergency routes provide real-time guidance for the deployment of personnel on board. It also features an emergency drill function, simulating emergency scenarios, providing evacuation routes, and conducting drills. Based on input information, accident location, accident type, and the ship's digital emergency model, the nearest escape exit or fastest escape route is calculated to determine the low-level lighting route, ensuring safe personnel escape or enabling engineers to restore or ensure equipment safety in emergency situations.

[0045] Based on the accident type, accident location, input information, etc., combined with the ship's digital emergency model, the real-time accident status is obtained; real-time automatic recalculation is performed, and low-level lighting routes can be replanned according to the real-time accident status. It can also receive manual input (such as cabins to be avoided, routes, etc.) to recalculate and replan the low-level lighting routes.

[0046] Beneficial effects:

[0047] The invention employs a computer model-based intelligent low-level emergency lighting calculation method and system for ships. This system establishes a full-ship digital emergency model, including an electronic map model of the emergency lighting system, spatial information of all cabins and passageways, and the correlation between this model and other external input information (such as emergency signals and fire detection signals). In the event of an accident, the system calculates the accident type and location based on this model, particularly the emergency signals. Based on this calculation, it generates automatically planned low-level lighting guidance, including personnel evacuation lighting routes or personnel deployment lighting routes. The planned lighting guidance routes are automatically recalculated based on real-time updated accident conditions. Recalculation and route replanning can also be performed by manually inputting information. This avoids the situation where existing static low-level lighting systems might guide evacuees towards the disaster site or adjacent danger zones in complex situations. The efficient and accurate intelligent emergency lighting system and low-level lighting guidance better ensure the efficient and orderly evacuation of ship personnel.

[0048] The invention also includes a path scheduling algorithm that schedules the optimal path based on the repeated length of the evacuation path and the number of people on the repeated path, resulting in the optimized final lighting route. Attached Figure Description

[0049] Figure 1 This is a flowchart illustrating the steps of the intelligent low-level emergency lighting control method for ships based on a computer model, as described in this invention.

[0050] Figure 2 This is a schematic diagram of the composition structure of the intelligent low-level emergency lighting control system for ships based on a computer model according to the present invention. Detailed Implementation

[0051] To better understand the technical content of this invention, the following embodiments are provided to illustrate in detail the specific implementation process of the intelligent low-level emergency lighting control method and system for ships based on computer models.

[0052] The system control method and system of this invention establish a ship-wide digital emergency model, including models for abandoning ship, fire, leak sealing, personnel falling overboard, oil spills, and comprehensive response signals under various emergency conditions, as well as an electronic map model of the spatial information of all cabins and passageways. In the event of an accident, based on this ship-wide digital emergency model, particularly the linkage of automatic alarm devices, fire detection systems, and other equipment and systems, the location and type of the hazard can be determined. Based on this, automatically planned lighting safety evacuation routes or personnel deployment routes are generated. Furthermore, the system can provide targeted lighting guidance in real time based on the calculation results. This function can receive both automatic and manual input (such as information on cabins to avoid, routes, etc.) and recalculate evacuation routes as a reference for the ship's emergency plan. It also has an emergency drill function, simulating emergency scenarios, providing evacuation routes, and conducting drills. After the drills are completed, the ship can return to normal operation.

[0053] This avoids the situation where existing static low-level lighting systems might direct evacuation flows to disaster-stricken or adjacent dangerous areas in complex situations. The efficient and accurate intelligent emergency lighting system and low-level lighting guidance better ensure the efficient and orderly evacuation of personnel from ships.

[0054] like Figure 1 The specific control methods are as follows:

[0055] (1) Establish a full-ship digital emergency model

[0056] Electronic map modeling of spatial information of all cabins and passageways: This includes spatial information of all cabins and passageways, which will be used to create electronic map models for route calculation, models of the location of each evacuation exit / location of events requiring crew intervention, and models of display areas of existing low-level lighting systems and information on operable equipment, etc.

[0057] Emergency Signal Modeling: Modeling is performed for various emergency signals on ships (such as abandon ship signals, fire signals, leak sealing signals, personnel falling overboard signals, oil spill response signals, and combined response signals). The triggering conditions, signal characteristics (such as sound frequency, duration, and light flashing pattern), and their association with the emergency lighting system are determined for each emergency signal.

[0058] Taking a fire alarm signal as an example, when the ship's fire alarm system detects a fire, it triggers a fire alarm signal. In the model, this signal is set to a specific frequency siren sound (e.g., a continuous series of short whistles for one minute; if the location of the fire is clearly identified, a longer whistle signal is added to indicate the specific location). It is also linked to the low-level emergency lighting mode in the emergency lighting system. Once the fire alarm signal is received, the lighting direction is adjusted according to preset logic to guide personnel evacuation.

[0059] (2) Calculate the accident type and accident location

[0060] Real-time information acquisition and processing: The system connects to various sensors on the ship (such as smoke sensors, temperature sensors, and water level sensors) and other related systems (such as fire alarm systems and ship status monitoring systems) via hardwired connections to collect a large amount of data in real time. This data includes changes in smoke concentration, temperature rise, and the rate and location of water level rise.

[0061] The collected data is processed and analyzed in real time to remove noise and interference signals, ensuring the accuracy and reliability of the data. For example, for smoke concentration data collected by smoke sensors, filtering algorithms are used to remove fluctuations caused by environmental interference factors. At the same time, a reasonable threshold is set. When the smoke concentration continues to exceed the threshold for a certain period of time, a preliminary judgment is made that a fire accident may occur.

[0062] Accident type determination: Based on preset judgment rules and algorithms, combined with the emergency signal triggering conditions and logical relationships in the emergency lighting system model, the processed real-time information is comprehensively analyzed to determine the accident type.

[0063] If smoke sensors in multiple areas simultaneously detect high concentrations of smoke, and temperature sensors show a rapid temperature rise, while the fire alarm system issues an alarm signal, the system matches these information with the characteristics of the fire accident to determine the type of fire (fire) incident. If water level sensors detect a rapid rise in water level in a specific compartment or area, and the watertight system issues a water ingress alarm, the system determines it to be a water ingress (ship leak sealing) incident.

[0064] Accident Location Determination: Utilizing sensor installation location information and data acquisition characteristics, combined with the ship's digital emergency model, the accident location is precisely determined. For example, smoke and temperature sensors are distributed throughout the ship's compartments and areas. When a sensor in a certain area triggers an alarm, its location coordinates, combined with the ship's compartment divisions and area markers, determine the specific compartment or area where the fire occurred. For water level sensors, based on their installation location on the ship (e.g., bilge, near watertight doors), and the sequence and magnitude of detected water level rises, the location and extent of water ingress are determined.

[0065] (3) Planning lighting guidance paths

[0066] Planning of lighting routes for personnel evacuation

[0067] When a personnel evacuation scenario is identified (such as a fire or flood), the system calculates the optimal evacuation lighting route based on the accident location, ship spatial layout, personnel distribution information, and the distribution of lighting equipment in the emergency lighting system model. Personnel will carry positioning devices, which will transmit their location information to the system to obtain personnel distribution information.

[0068] First, starting from the point of the accident, locate the path leading to the nearest safe exit (such as the lifeboat boarding deck, escape route exit, etc.). Factors to consider include the width of the passageway, obstacles, and the density of people. For example, prioritize wide, unobstructed passageways with fewer people as part of the evacuation route. Simultaneously, adjust lighting routes based on real-time personnel distribution information provided by the personnel positioning system to ensure that the evacuation path covers all areas where personnel are located, guiding them to the safe exits in an orderly manner.

[0069] Escape exits and fastest escape routes determined

[0070] By combining the ship's design drawings and actual layout into a system model, the system calculates the nearest escape exit or the fastest escape route to the accident site. This process takes into account factors such as the length and slope of the passageway, the difficulty of passage (e.g., whether there are stairs, the number and type of doors), and potential obstacles.

[0071] For example, in the case of a multi-deck ship, when a fire occurs on a lower deck, the system comprehensively considers the location of staircases, passageway connections, and the direction of smoke spread between decks to calculate the fastest escape route upwards to higher decks and ultimately to the lifeboat boarding deck. Simultaneously, based on the distribution of emergency lighting fixtures along the escape route in the emergency lighting system model, it ensures that these fixtures can function normally and provide sufficient illumination in an emergency. When determining escape exits, not only distance factors are considered, but also the safety (e.g., whether they are affected by fire, flooding, etc.) and availability (e.g., whether the doors can be opened normally, whether there is sufficient space to accommodate personnel evacuation, etc.) of the exits are assessed.

[0072] For planning emergency evacuation routes, this system uses shortest path algorithms from graph theory, such as Dijkstra's algorithm, which has been extensively validated in map navigation applications. In the route planning calculation, the system starts from the route endpoint and adds each node in the graph sequentially to a "shortest path tree" from nearest to farthest until a complete "shortest path tree" from all nodes in the graph to the endpoint is found. This represents the shortest path planning from all points on the ship (i.e., all nodes on the map) to the evacuation exit (i.e., the route endpoint).

[0073] It should be noted that a passenger ship typically has multiple emergency evacuation exits responsible for the evacuation of passengers from all parts of the ship. This problem differs from the single-point-to-single-point problem in map navigation. In this system's algorithm, by setting up a virtual single exit and connecting it to each actual exit via virtual connections, and by appropriately setting the weights of these virtual connections, the shortest path planning graph from any point on the ship to the nearest actual evacuation exit can be calculated. Through a tree-structured planning interface, it can be ensured that the flow of people along the evacuation paths will not cause dangerous collisions or congestion due to intersections, and that there will be no ambiguous exit direction indications.

[0074] This means that each factor in the planned path is treated as a computational quantity in the model. For example, factors such as path length, passage width, staircase location, number of obstacles on the path, population density, number of people converging, number of people crossing, path connection status, and smoke spread direction are all assigned a computational weight. The computational quantity of each planned path is calculated and the path with the least computational quantity is selected, which is the optimal low-level lighting route for each person.

[0075] Building upon this foundation, this invention further optimizes the path planning and scheduling. Existing solutions primarily calculate the optimal low-level lighting routes for individual units, neglecting the potential congestion and evacuation obstacles caused by the convergence of these units. Therefore, this invention proposes a path scheduling method. Specifically, it calculates the optimal low-level lighting routes for different individuals (different units), the length of overlapping paths along these routes, and the number of people on those overlapping paths (i.e., the length of the common path after convergence and the number of people on that common path). A weight is then assigned to each of these factors in the calculation model, and the computational complexity of the original optimal low-level lighting routes is recalculated. If the computational complexity of the original optimal low-level lighting routes is higher than that of other planned paths, the system performs path scheduling optimization, selecting the path with the lowest computational complexity as the final low-level lighting route.

[0076] After route scheduling, the planned routes are updated in real time, and the model calculation values ​​of the evacuation routes of other individual buildings are recalculated and updated to adjust and select the final low-level lighting routes for each individual building.

[0077] Specifically, the weights in the calculation model are as follows:

[0078] Where R 1,T Let R be the actual number of people on the common path at time T. 2,T Let R be the originally predicted number of people on the common path at time T. 3,T Let L be the predicted number of people on the common path at time T. 1,T Let L be the actual length of the common path at time T. 2,T Let L be the original predicted length of the common path at time T. 3,T Let T be the predicted future length of the common path at time T, K be the calculation weight of the corresponding path in the calculation model, and k1, k2, k3, and k4 be fixed weight coefficients; t1 be the current time, ti and tj are the set time lengths, and ti+tj is an update time period. A time period consists of the already occurred ti time period and the future tj time period.

[0079] This represents the cumulative ratio of the actual number of people on the common path to the originally predicted number at each moment within a given time period (ti). The cumulative number of people predicted to occur in the future within a future time period tj at each moment on the common path; This is the cumulative value of the ratio of the actual length of the common path to the originally predicted length at each time point within a given update period, ti. The cumulative value of the predicted length of the common path at each moment within a future time period tj, which is within an update time period;

[0080] For example, there are multiple optional paths, each path corresponds to a calculation weight K, which is calculated by the above formula. By calculating the weight K, the computational cost of each path in each update cycle can be obtained. By selecting the path with the minimum computational cost, the final low-level lighting route can be updated.

[0081] These computationally intensive algorithms require extremely low computational resources. Based on the ship's electronic map, modern computers can calculate the evacuation route for the entire ship within seconds. In the event of an emergency (such as a fire), areas that need to be bypassed can be marked in the algorithm model using sensor data, manual settings, or a combination of both (i.e., removing certain nodes or connections), and then the calculation can be recalculated. A new, complete evacuation route plan can be completed within the same timeframe.

[0082] Lighting route planning for personnel deployment

[0083] In situations requiring emergency response (such as leak sealing or fire extinguishing), the system calculates the personnel deployment lighting route based on the accident type and location to ensure that emergency personnel can reach the accident site quickly and safely.

[0084] Taking ship flooding plugging as an example, the optimal entry point and path for the plugging operation are determined based on the location of the flood and the ship's watertight structure. Lighting route planning aims to facilitate rapid passage for personnel carrying plugging equipment. In firefighting scenarios, based on the fire's location and direction of spread, safe entry routes and lighting schemes for the firefighting area are planned to ensure firefighters can clearly see the fire source, the location of firefighting equipment, and surrounding hazards, such as areas where potentially explosive materials are stored.

[0085] The calculation process takes into account the equipment layout and passageway capacity within the ship to avoid conflicts between lighting routes and large equipment or narrow passageways, which could affect the speed of personnel movement. For example, if a large ventilation device occupies part of the passageway space in a certain area, the system will guide personnel to bypass that area or choose other feasible alternative routes when planning the lighting routes.

[0086] (4) Lighting guidance routes are recalculated in real time.

[0087] Real-time accident status monitoring and information updates

[0088] The system continuously monitors changes in the accident status in real time, acquiring the latest information through constant updates of sensor data. For example, in a fire accident, it monitors changes in smoke concentration, temperature rise trends, and the direction and speed of fire spread in real time; in a water inrush accident, it tracks the water level rise, water inrush rate, and changes in the sealing of watertight compartments.

[0089] At the same time, it receives information from other relevant systems on the ship (such as feedback on the fire extinguishing effect of the fire protection system, and reports on the progress of leak sealing of the watertight system), integrates this information into the emergency lighting system, and updates the accident status information database.

[0090] Lighting route recalculated

[0091] Based on the updated accident status information, combined with the ship's digital emergency model and the current lighting guidance routes, the system can automatically recalculate the lighting routes in real time. This function can also receive manual input (such as cabins to be avoided, routes, etc.) to recalculate evacuation routes.

[0092] Through the detailed implementation methods described above, the computer model-based intelligent low-level emergency lighting control method and system for ships of the present invention can achieve efficient and accurate emergency lighting control and personnel guidance in ship emergency situations, effectively improving ship safety and emergency response capabilities. In practical applications, the system can be adjusted and optimized according to the specific structure, equipment configuration, and operating environment of different ships to adapt to various complex emergency scenarios.

[0093] The invention employs a computer model-based intelligent low-level emergency lighting calculation method and system for ships. This system establishes a full-ship digital emergency model, including an electronic map model of the emergency lighting system, spatial information of all cabins and passageways, and the correlation between this model and other external input information (such as emergency signals and fire detection signals). In the event of an accident, the system calculates the accident type and location based on this model, particularly the emergency signals. Based on this calculation, it generates automatically planned low-level lighting guidance, including personnel evacuation lighting routes or personnel deployment lighting routes. The planned lighting guidance routes are automatically recalculated based on real-time updated accident conditions. Recalculation and route replanning can also be performed by manually inputting information. This avoids the situation where existing static low-level lighting systems might guide evacuees towards the disaster site or adjacent danger zones in complex situations. The efficient and accurate intelligent emergency lighting system and low-level lighting guidance better ensure the efficient and orderly evacuation of ship personnel.

[0094] The invention also includes a path scheduling algorithm that schedules the optimal path based on the repeated length of the evacuation path and the number of people on the repeated path, resulting in the optimized final lighting route.

[0095] In this specification, the invention has been described with reference to specific embodiments thereof. However, it will be apparent that various modifications and variations can be made without departing from the spirit and scope of the invention. Therefore, the specification and drawings should be considered illustrative rather than restrictive.

Claims

1. A computer model based intelligent low level emergency lighting control method for a ship, characterized in that, The method comprises the following steps: Step 1, establishing a full-ship digital emergency model, which at least comprises: lighting device position, sensor module position, position of each evacuation port, position of events requiring crew handling, display area of existing low-level lighting system, information of controllable devices, electronic map model of full-ship cabin and emergency evacuation passage space information; Step 2, monitoring the running state of the ship, and when an accident occurs, calculating the accident type and the accident location according to the full-ship digital emergency model and the sensor module input signal; Step 3, determining and issuing corresponding lighting guide route planning according to the accident type and the accident location information, and using low-level lighting for dynamic route guidance; Step 4, automatically recalculating and replanning the lighting guide route according to the real-time updated accident state; The step 3 comprises: Step 3.1, according to the accident position virtual address and the accident type, calculating the automatically planned low-level lighting guide route, which comprises the lighting guide route, including personnel deployment lighting route and personnel evacuation lighting route, to ensure the safety of personnel, real-time guide of relevant escape and emergency route for each corresponding personnel on the ship in emergency situations; Step 3.2, according to the input information, the accident location, the accident type and the full-ship digital emergency model, calculating the nearest escape exit and the fastest escape route under the accident to determine the best low-level lighting route, and constantly updating the best lighting route for personnel to ensure the safety of personnel escape or engineer recovery or equipment safety function in emergency situations; Step 3.3, according to the best low-level lighting route corresponding to different personnel, calculating the repeated path length of these best low-level lighting routes and the number of people passing through the repeated paths, and scheduling and optimizing the best low-level lighting route to determine the final low-level lighting route; In the calculation model, each path is set with the following calculation weight: wherein is the actual number of people on the common path at time T, is the originally predicted number of people on the common path at time T, is the future predicted number of people on the common path at time T, is the actual length of the common path at time T, is the originally predicted length of the common path at time T, is the future predicted length of the common path at time T, K is the calculation weight of the corresponding path in the calculation model, k1, k2, k3, k4 are fixed value weight coefficients; t1 is the current time, ti and tj are set time lengths, ti + tj is an update time period, and one time period is composed of a ti time period that has occurred and a tj time period that will occur in the future. the cumulative value of the ratio of the actual number of people to the originally predicted number of people at each time on the common path within the time period ti that has occurred in the update time period; and the cumulative value of the future predicted number of people at each time on the common path within the time period tj that will occur in the update time period; the cumulative value of the ratio of the actual length of the common path to the originally predicted length of the common path within the time period ti that has occurred in the update time period; and the cumulative value of the future predicted length of the common path within the time period tj that will occur in the update time period. When there are multiple optional paths, each path corresponds to a calculation weight K, which is calculated by the above formula. Through the calculation weight K, the calculation amount of each path in each update cycle can be obtained. By selecting the path corresponding to the minimum calculation amount, the final low-level lighting route can be updated.

2. The method of claim 1, wherein, In the step 2, the state information of the sensor module is monitored in real time, and the sensor module input signal at least comprises: emergency signal, fire detection signal, air detection signal, water level detection signal, oil level detection signal. According to the abnormal signal input by the sensor module, it is judged whether an accident occurs. According to the type of abnormal signal and the corresponding sensor module number information, combined with the full-ship digital emergency model, the accident type, the actual location of the accident and the virtual address in the electronic map model are calculated.

3. The method of claim 2, wherein, The full-ship digital emergency model can also receive external input information for lighting guide route planning to simulate emergency scenarios, give evacuation routes and realize emergency drill function.

4. The method of claim 3, wherein, The step 4 comprises: Step 4.1, obtaining the real-time accident state according to the accident type, accident location, input information and full-ship digital emergency model; Step 4.2, continuously automatically update the calculation according to the real-time accident state, re-plan the low-level lighting route; or receive manual input information, re-calculate and re-plan the low-level lighting route.

5. The method for intelligent low-level emergency lighting control of a ship based on a computer model according to claim 1, characterized in that, The control system used by the control method is connected with the ship lighting equipment, the sensing module, and the alarm equipment; The control system comprises: A digital emergency module is used to establish a digital emergency model of the whole ship, which comprises: the positions of the lighting equipment, the positions of the sensing module, the positions of each evacuation port, the positions of events that need to be handled by the crew, the display area of the existing low-level lighting system, the information of the controllable equipment, and the electronic map model of the cabin and emergency evacuation passage space information of the whole ship; An accident analysis module is used to calculate the type and position of the accident according to the input signal and the digital emergency model of the whole ship; An intelligent calculation module is used to calculate the optimal route planning for evacuating passengers or guiding the crew in the whole ship according to the position and type of the accident; A real-time calculation module is used to re-calculate and plan the real-time low-level lighting route according to the real-time updated emergency event state, and can also receive manual input information to re-calculate the evacuation route; A control terminal is used for emergency information and route display, input of emergency information and instructions, software setting, and editing and modification of the digital emergency model of the whole ship; After receiving the sensing input information or the manual input information, the control system judges whether an accident occurs, calculates the type and position of the accident, determines the virtual accident position in the digital emergency model of the whole ship, and calculates and updates the lighting guide route according to the electronic map model.

6. The method of claim 5, wherein, The control system further comprises a communication module associated with the input device.

7. The method of claim 6, wherein, The accident analysis module calculates the rescue, fire, water ingress, personnel falling into water, oil spill response, comprehensive response, and alarm cancellation accident types and positions according to the real-time input information and based on the digital emergency model of the whole ship.

8. The method of claim 7, wherein, The intelligent calculation module calculates the automatically planned low-level lighting guide according to the position and type of the accident, which comprises a personnel escape low-level lighting route or a personnel deployment low-level lighting route that avoids damaged and potentially dangerous areas, guides the evacuation passengers to the nearest evacuation port, or guides the crew to the shortest route to the event location to be handled, while avoiding the collision of people flow or the intersection of paths.

9. The method of claim 8, wherein, The real-time calculation module is used to re-calculate and plan the real-time low-level lighting route according to the real-time updated emergency event state, and can also receive manual input information to re-calculate the evacuation route.

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