Energy-saving ship pilot communication system

Abstract

The application relates to an energy-saving ship pilot communication system. The energy-saving ship pilot communication system described in the application proposes six improvements for the problems of high energy consumption and single energy-saving scheme of the existing AIS system, including an energy-saving coordination mechanism based on double-ship information interaction, a double-dimension adaptive coordination of transmission power and frequency, a scene dynamic correction mechanism based on weather and sea conditions, a shipborne multi-device coordinated energy-saving mechanism, a sleep-wake adaptive scheduling strategy and a shore-ship energy consumption closed-loop feedback optimization. Through multi-dimensional and multi-level technical improvements, precise energy consumption control of the AIS system in various navigation scenes is realized, the energy consumption of the device operation is significantly reduced, and the reliability of the communication between ships and the navigation safety are guaranteed. The system is suitable for all kinds of ships equipped with AIS systems and has important significance for promoting the green and low-carbon development of the shipping industry.

Description

Technical Field

[0001] This application relates to the field of ship communication and navigation systems, and in particular to an energy-efficient ship pilotage communication system. Background Technology

[0002] Since its formal establishment by the International Maritime Organization (IMO) in the 1990s, the Automatic Identification System (AIS) has become a core infrastructure for global maritime safety and traffic management. As a mandatory core navigation device required by the IMO, AIS acts as a "digital language" between ships. Through the Very High Frequency (VHF) band, AIS enables real-time information exchange between ships and between ships and shore. It automatically broadcasts information such as ship dynamics (position, speed, heading), statics (ship name, call sign, IMO number), and navigation status (whether underway, cargo type), providing standardized data support for collision avoidance, port scheduling, and maritime supervision. With the rapid development of the global shipping industry, the application scenarios of AIS have expanded from coastal waters to the open ocean, and from single-ship communication to fleet collaboration. Its importance has permeated the entire chain of shipping safety, efficiency, and environmental protection. Its core value lies in providing ship operators and maritime authorities with real-time ship traffic situation awareness capabilities, which is a key technological means to avoid collisions and improve the efficiency of maritime traffic management.

[0003] With the rapid development of the shipping industry, the number of ships has continued to grow. The number of merchant ships exceeding 100 gross tons has surpassed 100,000, and coupled with a large number of fishing boats and yachts, the total energy consumption of AIS systems has become an indispensable part of the shipping industry's energy consumption. Traditional AIS systems use a fixed information broadcasting mode: ships at sea typically broadcast dynamic information every 2-10 seconds, while anchored ships broadcast every 3 minutes. This high-frequency, indiscriminate broadcasting mode results in significant energy redundancy in scenarios with low ship density and stable navigation environments, such as in open waters of the open sea, leading to ineffective energy consumption.

[0004] High-frequency information broadcasting leads to excessive load on VHF channels. In densely populated areas such as ports, narrow waterways, and straits, the channel collision rate often exceeds 20%, which not only reduces communication efficiency but also further exacerbates energy consumption due to frequent information retransmission.

[0005] Existing AIS energy-saving technology has significant limitations:

[0006] Single-dimensional optimization: Some solutions only achieve energy saving by reducing the broadcast frequency, without considering the impact of dynamic changes in the ship, such as sudden changes in course and speed, and environmental interference such as strong electromagnetic fields and severe weather on communication quality, which may lead to the loss of critical security information.

[0007] Insufficient synergy: A few studies involve adjusting the transmission power, but they do not achieve synergistic optimization with parameters such as communication frequency and distance between ships, resulting in limited energy-saving effects and potential impact on communication distance and stability.

[0008] Systemic deficiencies: Existing technologies are mostly optimized for specific scenarios or single devices, failing to form a full-chain energy-saving system covering "ship interaction - parameter adaptation - environmental response - equipment collaboration - remote optimization", making it difficult to adapt to complex and ever-changing maritime navigation scenarios. Summary of the Invention

[0009] Therefore, the purpose of this application is to provide an energy-efficient ship pilotage communication system that achieves an optimal balance between energy consumption and communication reliability.

[0010] One aspect of this application provides an energy-efficient ship pilotage communication system, comprising the steps of:

[0011] S10. Energy-saving collaboration based on information interaction between two ships: After the AIS systems of the two ships establish communication, they initialize and store each other's information through information interaction. The initiator generates an energy-saving request signal containing specific parameters. The receiver determines whether to accept the request through a decision-making process. After both parties enter the energy-saving mode, they operate according to the rules and have feasible safeguards.

[0012] S20. Achieve dual-dimensional adaptive coordination of transmission power and frequency; obtain target distance through distance sensing system, dynamically optimize transmission parameters according to preset frequency-power matrix table, and have dynamic adjustment mechanism;

[0013] S30. A scene dynamic correction mechanism is constructed based on meteorological and sea conditions; data is acquired through an environmental parameter acquisition system, environmental levels and information priorities are divided, adaptive adjustment strategies are adopted in high-interference scenarios, and a recovery mechanism is provided.

[0014] S40. Establish a collaborative energy-saving mechanism for multiple shipboard devices; achieve data sharing through a data sharing architecture, and adopt a task collaboration mechanism and power management collaboration.

[0015] S50: Design a hibernation-wake-up adaptive scheduling strategy; set hibernation trigger conditions, define hibernation mode operating parameters, and have a wake-up mechanism and security guarantee;

[0016] S60. Construct a closed-loop feedback optimization system for shore-based and ship-based energy consumption; the ship-side energy consumption sensing system collects energy consumption data, encapsulates and uploads it, and the shore-based data analysis platform processes the data to generate optimization strategies and push them out.

[0017] Furthermore, in the energy-saving collaborative mechanism based on dual-ship information interaction, the information interaction initialization includes: when the distance between the two ships is ≤30 nautical miles and communication is established for the first time, after completing three rounds of information interaction, storing the other party's static information and dynamic baseline information, and verifying the legality of the MMSI code, the integrity of the ship's dynamic data, and the stability of the communication link in the three rounds of interaction, with a packet loss rate ≤5%.

[0018] Furthermore, the energy-saving request signal adopts the IMO-recommended AIS message structure extension fields, including the initiator's MMSI code, suggested broadcast period, cooperation validity period, security threshold parameters, and digital signature.

[0019] Furthermore, the receiver's decision-making process includes legality verification, situation assessment, scenario adaptability judgment, and decision output. The legality verification takes ≤100ms, the situation assessment predicts the distance change rate within the next 5 minutes with an accuracy of ±0.1 units, and the decision output requires specific conditions to be met before accepting the energy-saving request.

[0020] Furthermore, in the dual-dimensional adaptive coordination of transmission power and frequency, the distance sensing system adopts a dual-source fusion method of "GPS positioning + signal strength inversion", with a distance output frequency of 1Hz, a data update delay of ≤500ms, and a preset frequency-power matrix table. The hardware uses a specific RF transceiver, FPGA, and power amplifier.

[0021] Furthermore, in the aforementioned scene dynamic correction mechanism based on meteorology and sea conditions, the environmental parameter acquisition system is equipped with a variety of shipborne sensors, which collect data every 2 seconds and process it through a Kalman filter algorithm. The sea condition is divided into 5 levels, visibility into 4 levels, and information priority into 5 levels. In high-interference scenarios, corresponding processing strategies are adopted for each priority information.

[0022] Furthermore, in the aforementioned shipborne multi-device collaborative energy-saving mechanism, the data sharing architecture uses Ethernet and CAN bus to build a local area network, and extends the data interaction protocol based on the NMEA2000 standard. The task collaboration mechanism includes radar-AIS collaboration, VHF-AIS channel peak shifting, and GPS-AIS time synchronization. The power management collaboration uses an intelligent power distribution unit to achieve collaborative device hibernation.

[0023] Furthermore, in the aforementioned hibernation-wake-up adaptive scheduling strategy, the hibernation triggering conditions include specific requirements for ship density, location, mission status, and system status. In hibernation mode, the status control of the transmission module, processor, and sensor interface is performed. The wake-up mechanism includes timed wake-up and externally triggered wake-up. The wake-up response time is ≤2 seconds, and it has security protection measures.

[0024] Furthermore, in the shore-based-ship energy consumption closed-loop feedback optimization, the ship-side energy consumption sensing system deploys multiple energy consumption monitoring points, generates an energy consumption report every 5 minutes and uploads it regularly. The shore-based data analysis platform uses a distributed server cluster to process the data, generates various optimization strategies and pushes them through regular push and emergency push mechanisms. The data is transmitted using AES-256 encryption.

[0025] Furthermore, it is applicable to merchant ships, fishing vessels, yachts and other vessels equipped with AIS systems, and can be used in scenarios such as ocean-going container ships sailing across oceans, coastal passenger roll-on / roll-off ships transporting goods for short distances, and fishing vessels operating in formation, achieving significant energy-saving effects while ensuring communication reliability and navigation safety.

[0026] Some beneficial effects:

[0027] I. Significantly reduce energy consumption and achieve green and low-carbon operation;

[0028] Outstanding synergistic energy-saving effect, significant energy saving through power and frequency optimization, better energy consumption under harsh environments, significant energy saving through equipment synergistic hibernation, high energy efficiency in offshore hibernation, and continuous energy reduction through closed-loop optimization.

[0029] II. Improve communication reliability and efficiency;

[0030] Third, reduce operating costs;

[0031] IV. Enhance scenario adaptability and security;

[0032] V. Promote the green development of the industry.

[0033] To better understand and implement this application, the following detailed description is provided in conjunction with the accompanying drawings. Attached Figure Description

[0034] Figure 1 The flowchart of an exemplary energy-saving ship pilotage communication system is shown below. Detailed Implementation

[0035] In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In the description of this application, unless otherwise stated, "a plurality of" means two or more.

[0036] This invention addresses the problems of high energy consumption and limited energy-saving solutions in existing AIS systems by proposing six improvements to construct a comprehensive energy-saving technology system, achieving an optimal balance between energy consumption and communication reliability.

[0037] This application exemplifies an energy-saving ship pilotage communication system, comprising the following steps:

[0038] S10. Energy-saving collaboration based on information interaction between the two ships: After the AIS systems of the two ships establish communication, they initialize and store each other's information through information interaction. The initiator generates an energy-saving request signal containing specific parameters. The receiver determines whether to accept the request through a decision-making process. After both parties enter the energy-saving mode, they operate according to the rules and have feasible safeguards.

[0039] S20: Achieve dual-dimensional adaptive coordination of transmission power and frequency; obtain target distance through distance sensing system, dynamically optimize transmission parameters based on preset frequency-power matrix table, and has a dynamic adjustment mechanism.

[0040] S30. A dynamic scene correction mechanism is constructed based on meteorological and sea conditions; data is acquired through an environmental parameter acquisition system, environmental levels and information priorities are divided, adaptive adjustment strategies are adopted in high-interference scenarios, and a recovery mechanism is provided.

[0041] S40. Establish a collaborative energy-saving mechanism for multiple shipboard devices; achieve data sharing through a data sharing architecture, and adopt a task collaboration mechanism and power management collaboration.

[0042] S50: Design a hibernation-wake-up adaptive scheduling strategy; set hibernation trigger conditions, clarify hibernation mode operating parameters, and have a wake-up mechanism and security guarantee.

[0043] S60. Construct a closed-loop feedback optimization system for shore-based and ship-based energy consumption; the ship-side energy consumption sensing system collects energy consumption data, encapsulates and uploads it, and the shore-based data analysis platform processes the data to generate optimization strategies and push them out.

[0044] In some preferred embodiments, regarding the energy-saving collaborative mechanism based on dual-ship information interaction in S10.

[0045] This mechanism achieves collaborative energy conservation by enabling two-way information exchange and collaborative decision-making between the two ships' AIS systems, while ensuring navigation safety.

[0046] 1.1 Information Interaction Initialization: When the AIS systems of two ships establish communication for the first time, if the distance is ≤30 nautical miles, after completing three rounds of complete information interaction, both parties automatically store each other's static information, such as MMSI code, ship type, ship length / breadth, and dynamic baseline information, such as initial distance, relative heading, and relative speed.

[0047] Information exchange adopts a hierarchical verification mechanism: the first round of interaction verifies the legality of the MMSI code, the second round verifies the integrity of the ship dynamic data, and the third round of interaction confirms the stability of the communication link, with a packet loss rate requirement of ≤5%.

[0048] 1.2 Energy Saving Request Signal Specification: The energy saving request signal generated by the initiator adopts the IMO-recommended AIS message structure extension field, Message25 dedicated subfield, which includes the initiator's MMSI code (9 digits), suggested broadcast period (30 seconds / 60 seconds / 120 seconds selectable), coordination validity period (default 2 hours, which can be dynamically extended), security threshold parameters (minimum safe distance, heading change threshold), and digital signature (RSA encrypted verification value based on the ship's certificate).

[0049] 1.3 Receiver Decision Process: The receiver's AIS system processes the received energy-saving request signal in four steps.

[0050] Legality verification: Verify the consistency between the digital signature and the MMSI code, and check whether the signal format conforms to the extended protocol specification. Verification time ≤ 100ms.

[0051] Situation assessment: Combining the ship's GPS positioning data and radar detection results, calculate the relative motion trajectory with the initiator and predict the distance change rate within the next 5 minutes, with an accuracy of ±0.1 knots.

[0052] Scene adaptability assessment: Determine whether the current location is on the edge of a restricted area, within ≤2 nautical miles, or at the intersection of navigation channels, or whether the vessel is performing a special mission (such as search and rescue or escort).

[0053] Decision output: If the following conditions are met: "non-complex waters + stable relative heading (rate of change ≤ 5° / min) + predicted distance ≥ safety threshold", then the energy-saving request is accepted; otherwise, a rejection signal is returned, including the rejection reason code.

[0054] 1.4 Energy-Saving Mode Operation Rules: After both parties enter energy-saving mode, the information broadcasting cycle will be uniformly adjusted to a negotiated value, such as 60 seconds, but the immediate broadcasting channel for emergency information (such as collision warnings and course deviations) will be retained. Status synchronization will be performed every 3 minutes to exchange dynamic change data. Forced synchronization will be performed when the speed change is ≥1 knot or the heading change is ≥10°.

[0055] The built-in safety monitoring module calculates the TCPA (Time to Closest Encounter) and DCPA (Distance to Closest Encounter) of the two ships in real time. When the TCPA is ≤5 minutes and the DCPA is ≤1 nautical mile, the system automatically exits the energy-saving mode and resumes the normal broadcast frequency of 10 seconds / time.

[0056] 1.5 Feasibility Assurance Measures: In terms of protocol compatibility, the extended fields of IMO AIS protocol version V1.4 are adopted, which will not affect communication with traditional AIS devices. This can be achieved through software upgrades without any hardware modifications.

[0057] In terms of safety verification, in a real-ship test, multiple merchant ships adopted this mechanism and sailed continuously for 120 hours without any misjudgment of collision risk, achieving an energy saving rate of 38% and maintaining a communication success rate of over 99.5%.

[0058] In terms of anti-interference design, the energy-saving request signal adopts frequency hopping transmission, dynamically switching within the 161.975-162.025MHz frequency band, improving anti-interference capability by 40%, and achieving a signal reception success rate of ≥95% in strong electromagnetic interference environments.

[0059] The energy-saving collaborative mechanism based on dual-ship information interaction achieves a precise balance between energy saving and safety through the logic of "two-way negotiation - dynamic adaptation - safety backup". The specific effects are also reflected in the following four aspects:

[0060] 1) Significantly reduce energy redundancy.

[0061] Shipboard tests show that the mechanism achieves an energy saving rate of 38%. Its core lies in reducing invalid information transmission in low-density ship scenarios by coordinating and adjusting the broadcast cycle, while maintaining emergency information channels to avoid safety oversights caused by energy saving.

[0062] 2) Ensure communication reliability and anti-interference capability.

[0063] After adopting frequency hopping transmission (dynamic switching of the 161.975-162.025MHz band), the anti-interference capability is improved by 40%, and the signal reception success rate is ≥95% in strong electromagnetic interference environment; the communication success rate remains above 99.5%, which verifies the stability of information transmission in cooperative mode.

[0064] 3) Enhance navigation safety redundancy.

[0065] The built-in TCPA / DCPA monitoring module can provide real-time warnings of collision risks. When the "nearest encounter time is ≤5 minutes and the nearest encounter distance is ≤1 nautical mile", it automatically exits the energy-saving mode and resumes regular broadcasting. No misjudgment of collision risk occurred during actual ship testing, solving the industry pain point that "energy saving may sacrifice safety".

[0066] 4) It has strong compatibility and is easy to implement.

[0067] Based on the extended field design of the IMO AIS protocol version V1.4, it can be implemented through software upgrades without hardware modifications, and does not affect communication with traditional AIS equipment, thus reducing the deployment cost and threshold for ships.

[0068] In some preferred embodiments, there is a two-dimensional adaptive coordination of transmit power and frequency in S20.

[0069] By constructing a three-dimensional mapping model of "distance-frequency-power", dynamic optimization of transmission parameters is achieved, which significantly improves the energy-saving effect compared with adjusting a single parameter.

[0070] 2.1 Distance Awareness System: The system employs a dual-source fusion technology of "GPS positioning + signal strength inversion" to obtain the target distance. GPS Positioning: By analyzing the latitude and longitude data from the target's AIS signal and combining it with the ship's GPS coordinates, the straight-line distance is calculated with an error ≤10 meters. Signal Strength Inversion: Using the Received Signal Strength Indicator (RSSI), a mapping relationship between signal strength and distance is established: RSSI = -40 - 20lgD, where D is the distance in nautical miles; GPS distance errors are corrected in real time. Distance Output Frequency: 1Hz, data update delay ≤500ms.

[0071] 2.2 Frequency-Power Matrix Table: The preset three-dimensional optimization matrix is ​​as follows:

[0072] Distance range Recommended frequency Transmit power Communication rate ≤5 nautical miles 162.275MHz 2W 9600bps 5-10 nautical miles 162.100MHz 5W 9600bps 10-20 nautical miles 161.950MHz 8W 9600bps 20-50 nautical miles 156.800MHz 12W 9600bps

[0073] 2.3 Hardware Implementation Scheme: The AD9361 RF transceiver is used, which supports a frequency range of 100kHz-6GHz. The transmit power can be continuously adjusted in the range of 0.1-30W via the SPI interface, and the adjustment response time is ≤10μs.

[0074] The real-time control logic is implemented based on the Xilinx Artix-7 FPGA, with a built-in power-frequency coordination algorithm that completes parameter optimization calculations every 50ms.

[0075] The power amplifier uses high-efficiency GaN (gallium nitride) devices, achieving an efficiency of 65% at 10W output, which is 20% higher than that of traditional LDMOS amplifiers.

[0076] 2.4 Dynamic Adjustment Mechanism: Rapid Switching at Close Distance: When the distance between two ships suddenly decreases from 6 nautical miles to 4 nautical miles, if they are traveling towards each other at high speed, the system will switch from 162.100MHz / 5W to 162.275MHz / 2W within 200ms to avoid power redundancy.

[0077] Channel quality feedback: Real-time monitoring of bit error rate (BER). When BER > 1e-5, automatically increase power by 0.5W or switch to an adjacent frequency band, such as switching from 162.275MHz to 162.300MHz, until BER ≤ 1e-5.

[0078] Temperature compensation: The power amplifier has a built-in NTC temperature sensor. When the temperature is >75℃, it automatically reduces the output power by 10% to protect the device. At the same time, it compensates for communication distance loss through frequency adjustment.

[0079] 2.5 Energy Saving Effect Verification: In tests conducted in an archipelago area, multiple vessels employed this technology. Compared to traditional fixed parameters of 25W / 161.975MHz: In short-range (≤5 nautical miles) scenarios: average power consumption decreased by 88%, and communication distance error was ≤0.3 nautical miles. In medium-range (10-20 nautical miles) scenarios: average power consumption decreased by 68%, and the bit error rate was controlled below 5e-6. Overall energy saving rate across all scenarios: 22.3%, with an average daily power saving of 1.2 kWh per vessel.

[0080] In some preferred embodiments, regarding the scene dynamic correction mechanism based on weather and sea conditions in S30.

[0081] By incorporating real-time meteorological and sea state parameters, an environment-adaptive communication strategy adjustment model is constructed to reduce ineffective energy consumption in harsh environments.

[0082] 3.1 Environmental Parameter Acquisition System: Shipborne sensor configuration: An anemometer (measurement range 0-60m / s, accuracy ±0.1m / s) and laser visibility meter (detection distance 0-10 nautical miles, resolution 100m) are installed on the top of the bridge; a pressure wave height meter (measurement range 0-10m, sampling frequency 10Hz) is installed at the bottom of the bow; and a temperature and humidity sensor (measurement range -40-85℃, 5-95%RH) is installed inside the cabin.

[0083] Data fusion scheme: Sensor data is collected every 2 seconds, outliers are removed by Kalman filtering algorithm, and the data is fused with regional weather forecast data (updated every 30 minutes) received by maritime satellites (such as Inmarsat-C) to improve data reliability.

[0084] Environmental classification: Sea state is divided into 5 levels (Level 1: wave height <0.5m; Level 2: 0.5-1.25m; Level 3: 1.25-2.5m; Level 4: 2.5-4m; Level 5: >4m); visibility is divided into 4 levels (A: >5 nautical miles; B: 2-5 nautical miles; C: 1-2 nautical miles; D: <1 nautical mile).

[0085] 3.2 Scene Correction Decision Logic: Interference Scene Identification: When the conditions of "Sea State ≥ Level 4", "Visibility ≤ Level C", or "Wind Speed ​​≥ 10m / s" are met, it is determined to be a high interference scene, triggering communication strategy adjustment.

[0086] Priority classification mechanism: AIS information is divided into 5 levels.

[0087] P1 (Highest): Collision warning, emergency distress signal (DSC signal associated);

[0088] P2: Abrupt change in heading / speed (rate of change exceeds threshold);

[0089] P3: Routine dynamic information (position, speed, etc.);

[0090] P4: Static information updates (such as changes to the port of destination);

[0091] P5: Statistical information (such as average daily speed).

[0092] 3.3 Adaptive Adjustment Strategy: Operation in High-Interference Scenarios.

[0093] P1 information: The broadcast interval has been shortened from 1 second to 0.5 seconds, the transmission power has been increased by 30%, and dual-band parallel transmission (162.025MHz + 156.800MHz) has been adopted.

[0094] P2 message: Broadcast interval maintained at 10 seconds, power increased by 20%, forward error correction coding (FEC) enabled.

[0095] P3 message: The broadcast interval is extended to 20 seconds, the power remains unchanged, and interleaving coding is used to resist fading.

[0096] P4 / P5 message: Broadcast paused, to be resumed once the scene is restored.

[0097] Recovery mechanism: When environmental parameters meet the conditions of "sea state ≤ level 3 and visibility ≥ level B" for 3 consecutive minutes, the system will automatically exit the high interference mode and resume the normal strategy.

[0098] 3.4 Energy Consumption Optimization Effect: In a test in a certain sea area, the ship encountered the outer effects of a typhoon (wind speed 12m / s, wave height 3m, visibility 1.5 nautical miles). Ships using the traditional fixed strategy experienced a 35% retransmission rate for P1 information due to signal attenuation, resulting in an hourly energy consumption of 180Wh. Ships using this improvement reduced the P1 information retransmission rate to 8%, with an hourly energy consumption of 135Wh, achieving a 25% energy saving, and ensuring zero loss of critical information.

[0099] In some preferred embodiments, regarding the shipboard multi-device collaborative energy-saving mechanism in S40

[0100] By deeply integrating the AIS system with radar, VHF, GPS and other equipment, data sharing and task staggering can be achieved, reducing resource waste.

[0101] 4.1 Data Sharing Architecture: Hardware Interface: The shipboard equipment local area network is constructed using Ethernet (100BASE-TX) and CAN bus. The AIS system acts as a data fusion node, with communication latency with other devices ≤10ms. Data Interaction Protocol: Based on the NMEA2000 standard extension, a dedicated message format is defined. Radar Data: A target list (including range, bearing, and velocity vectors) is received every 2 seconds, with a data volume ≤512 bytes / frame. GPS Data: A 1PPS synchronization signal is received, and latitude and longitude (accuracy ±1m) and UTC time (error ≤1μs) are obtained. VHF Status: Channel occupancy status (idle / busy) and MMSI code of the communication object are obtained in real time. Data Caching Strategy: A circular buffer is used to store shared data within 30 minutes, with a capacity of 8GB, supporting fast query (response time ≤100ms).

[0102] 4.2 Task Coordination Mechanism: Radar-AIS Coordination: The AIS system directly reuses the target tracking results of the radar, reducing its own target analysis computing power consumption.

[0103] When the radar detects a new target, such as at a distance of ≤10 nautical miles, the AIS system prioritizes requesting information from that target to avoid blind scanning of all directions.

[0104] VHF-AIS channel peak shaving: By monitoring the carrier detection signal of VHF, when communication activity is detected in VHF at 156.300MHz (aviation channel), the AIS system delays the broadcast of P3-P5 level information until the channel is idle, with a delay time ≤500ms.

[0105] GPS-AIS time synchronization: The AIS system clock is calibrated using the 1PPS signal of GPS to ensure that the information broadcasting time deviation is ≤1ms, thus avoiding channel conflicts caused by multiple ships transmitting information simultaneously.

[0106] 4.3 Power Management Collaboration: An intelligent power distribution unit (PDU) is adopted to unify the management of devices such as AIS, radar, and GPS, supporting remote on / off control. During low-load periods at sea, when the ship density is <0.1 vessels / square nautical mile for 30 minutes, the system automatically enters collaborative sleep mode. Radar: The scan cycle is extended from 10 seconds to 30 seconds, and the transmission power is reduced by 50%. AIS: Enters sleep mode in step S50. GPS: Maintains normal operation with a power consumption of only 2W, providing a time reference for other devices. Overall standby power consumption is reduced from the conventional 45W to 12W, achieving an energy saving rate of 73%.

[0107] 4.4 Practical Application Results: Tested on multiple container ships for 30 days. Channel collision rate decreased from 18% to 7%, and retransmission energy consumption was reduced by 12 kWh / ship / month. The cumulative equipment cooperative sleep time reached 120 hours / ship, saving 1.5 kWh / ship / day. The consistency between radar and AIS target recognition improved to 98%, reducing energy consumption for processing invalid information.

[0108] In some preferred embodiments, regarding the sleep-wake adaptive scheduling strategy in S50.

[0109] For scenarios with sparse ships in the open ocean, an intelligent hibernation mechanism is designed to minimize standby power consumption while ensuring emergency response.

[0110] 5.1 Hibernation Trigger Conditions: Ship Density: Confirmed by AIS reception and radar detection that the number of ships within a 20-nautical-mile radius is less than 1 for 10 minutes.

[0111] Location requirements: >50 nautical miles from the nearest shore-based facility and not within the waters of the separation of navigation scheme.

[0112] Mission status: The ship has no emergency missions (such as search and rescue or escort), and its speed is stable with a rate of change of <0.5 knots / minute.

[0113] System status: AIS device is fault-free, self-test is normal, battery power >80%, in backup power mode.

[0114] 5.2 Hibernation mode operating parameters: Module status control.

[0115] Transmitter module: Turn off the high-frequency band (162.025-162.375MHz) power amplifier and only keep the low-frequency band (156.800MHz) receiving circuit.

[0116] Processor: Reduced from 1GHz to 200MHz, the floating-point unit is disabled, and only the integer operation core is retained.

[0117] Sensor interface: Only GPS and emergency button inputs are retained; sampling intervals for other sensors (such as weather sensors) are extended to 5 minutes.

[0118] Power consumption specifications: The total power consumption in sleep mode is ≤3W (30W in normal mode), of which the receiver circuit is 1.2W, the processor is 0.8W, and the GPS module is 1W.

[0119] 5.3 Wake-up Mechanism Design: Timed Wake-up: Wakes up once every 30 seconds (lasts for 0.5 seconds), quickly completes the sending of P3 level information (position, speed, heading), receives possible wake-up signals or emergency calls from the surrounding area, and detects whether the GPS position deviates from the planned route (a full wake-up is triggered when the deviation is >0.5 nautical miles).

[0120] External trigger wake-up: When receiving an AIS query signal from another vessel (including the vessel's MMSI code), detecting an emergency signal at 121.5MHz (International Distress and Safety Frequency), or when the vessel's pilot presses the wake-up button (physical hardwired connection, highest priority).

[0121] Wake-up response time: The time from hibernation to full activation (with all modules working normally) is ≤2 seconds, ensuring a rapid response in emergency situations.

[0122] 5.4 Security Assurance: During hibernation, the built-in collision risk pre-calculation module maintains low power consumption, predicting the possible approach trajectories of surrounding vessels based on historical data. When it is predicted that a vessel may enter the 20-nautical-mile range within 60 minutes, it will be fully awakened 10 minutes in advance. In a real-ship test in a certain sea area, multiple cargo ships adopted this strategy, with an average hibernation time of 18 hours per day, saving 2.5 kWh / day of power, and no communication delays or missed collision risk reports caused by hibernation occurred.

[0123] In some preferred embodiments, optimization of the shore-to-ship energy consumption closed-loop feedback in S60 is performed.

[0124] By constructing a closed-loop system of "ship energy consumption perception - shore-based data analysis - strategy optimization push", the energy-saving strategy of the AIS system can be continuously iterated and optimized.

[0125] 6.1 Ship-side energy consumption sensing system: Energy consumption monitoring point layout.

[0126] Transmitting module: Series current sensor (accuracy ±1mA) to collect current changes during transmission in real time and calculate transmission power consumption.

[0127] Receiver module: Monitors the static and dynamic current of the receiving circuit (distinguishing between standby and receiving states).

[0128] Processor: The CPU's built-in power monitoring unit records power consumption under various computational loads.

[0129] Power module: Monitors input voltage and total current, and calculates the power consumption of the entire device.

[0130] Energy consumption data encapsulation: An energy consumption report is generated every 5 minutes, including the energy consumption percentage of each module within the time period. The transmission module usually accounts for 60-70%, communication efficiency under various frequency / power combinations, number of retransmissions and corresponding energy loss.

[0131] The data is encapsulated in JSON format, compressed, and uploaded periodically via satellite communication, once per hour by default, but can be triggered as needed.

[0132] 6.2 Shore-based data analysis platform: Hardware architecture: It adopts a distributed server cluster and supports the simultaneous processing of energy consumption data from 100,000 ships.

[0133] Data processing flow:

[0134] Data cleaning: Remove outliers, such as out-of-range data caused by sensor malfunction.

[0135] Feature extraction: Calculate energy consumption characteristic values ​​for various sea areas, time periods, and ship types.

[0136] Correlation analysis: Analyze the correlation between energy consumption and environmental parameters (wind speed, wave height) and ship dynamics (speed, frequency of course change).

[0137] Optimization point identification: Discover ships or scenarios with abnormal energy consumption through clustering algorithms, such as high energy consumption at a specific frequency in a certain sea area.

[0138] 6.3 Optimize strategy generation and push: Strategy type.

[0139] Frequency optimization: For example, "In a certain sea area, it is recommended to replace 162.075MHz with 162.050MHz, which can reduce energy consumption by 8%." Power threshold adjustment: For example, "For 5,000-ton cargo ships, it is recommended to reduce the upper limit of medium-range power from 10W to 9W."

[0140] Broadcast cycle correction: For example, "At the eastern entrance of a strait, it is recommended that the broadcast cycle in energy-saving mode not exceed 40 seconds."

[0141] Push Mechanism. Regular Push: Regional optimization strategies (targeting specific sea areas) are pushed out daily at 3:00 AM (when ship communication load is low). Emergency Push: When an abnormally high energy consumption is detected on a ship (exceeding the average of similar ships by 30%), diagnostic and optimization instructions are immediately pushed out.

[0142] Data security: All energy consumption data and optimization instructions are transmitted in encrypted form to ensure that the data is not tampered with or leaked.

[0143] 6.4 Closed-Loop Iteration Effect: The shore-based platform employs reinforcement learning algorithms to continuously adjust the strategy generation model based on historical optimization results. During the trial operation phase, such as 6 months, data from hundreds of coastal vessels were analyzed, generating over 300 optimization strategies, further reducing the average energy consumption of the AIS systems on participating vessels by 7.5%.

[0144] Typical case: Analysis revealed that a group of ships had high power consumption in the 162.025MHz frequency band. The cause was traced to industrial interference in this frequency band near a river estuary. After the command to switch to 162.075MHz was sent, the power consumption of the relevant ships in the area decreased by 12%, and the communication quality improved accordingly.

[0145] The following are specific scenario examples.

[0146] Scenario 1: Ocean-going container ship transoceanic voyage (Shanghai-Rotterdam)

[0147] 1) Navigation Phase Division: Near-shore Phase (within 24 hours after departure, ≤50 nautical miles from the coastline): High vessel density, primarily using steps S10 (establishing energy-saving coordination with surrounding vessels, broadcasting every 30 seconds), S20 (dynamically adjusting power / frequency based on distance), and S40 (coordinating with radar / VHF to avoid peak traffic). Ocean Phase (days 2-25 of voyage, far from land): Sparse vessel density, primarily using steps S50 (18 hours of hibernation per day), S10 (establishing temporary energy-saving coordination with encountered vessels), and S60 (receiving optimized strategies from shore-based feeds). Near-shore Phase (24 hours before arrival): Resume high alert mode, primarily using steps S30 (monitoring weather changes near the port) and S20 (improving communication reliability).

[0148] 2) Typical energy-saving effect: The one-way trip for this route takes approximately 28 days. After adopting the solution of this invention, the total energy consumption of the AIS system decreased from the traditional 50.4 kWh to 18.2 kWh, achieving an energy saving rate of 64%. In the central Atlantic Ocean (where ship density is extremely low), the hibernation mechanism reduced daily energy consumption from 0.8 kWh to 0.2 kWh, achieving energy savings of 75%. Through shore-based feedback optimization, the energy consumption of the second voyage was further reduced by 6% compared to the first voyage, mainly due to the optimization of the frequency selection strategy.

[0149] Scenario 2: Short-distance passenger / roll-on / roll-off ferry transport along the coast (Yantai-Dalian)

[0150] 1) Scene characteristics: The journey takes 6 hours, with 2 round trips per day, passing through the Bohai Strait where ships are densely packed, and the weather changes frequently (especially in winter when there is a lot of fog).

[0151] 2) Key Technology Applications: Step S10: Establish a fixed energy-saving coordination group with other passenger ro-ro ships on the same route, adopting a 60-second broadcast cycle during overlapping routes (approximately 40 nautical miles), resulting in energy savings of approximately 0.3 kWh per trip. Step S30: In winter foggy weather (visibility 1-2 nautical miles), automatically increase the broadcast priority of P1-P2 level information to reduce retransmission energy consumption. Step S40: Work closely with shipborne radar and VHF to avoid channel conflicts during port entry and exit, reducing the retransmission rate from 15% to 5%.

[0152] 3) Operational data: The average daily AIS energy consumption per ship decreased from 1.2 kWh to 0.5 kWh, saving 58% of energy, and saving 255.5 kWh of electricity per year. The communication failure rate (information loss / error) decreased from 0.8% to 0.1%.

[0153] Scenario 3: Fishing vessel platooning operations (Zhoushan fishing grounds)

[0154] 1) Scenario characteristics: 10-20 fishing boats form a formation and operate within a radius of 5 nautical miles. They need to maintain high-frequency communication, while being far from shore and having limited energy supply (mainly relying on batteries).

[0155] 2) Customized Application: Step S10: Fishing vessels within the fleet establish a dedicated energy-saving collaborative network, adopting a "master-slave" architecture. The master vessel broadcasts every 10 seconds, and the slave vessels broadcast every 30 seconds, responding instantly to queries from the master vessel. Step S20: Due to the short distance (usually 1-3 nautical miles), a fixed 162.300MHz high-frequency band + 2W power is used, saving 80% more energy than the traditional mode. Step S50: During nighttime anchoring (no operations), except for the master vessel, the slave vessels' AIS systems enter deep sleep (waking up every 60 seconds), significantly extending battery life.

[0156] 3) Actual benefits: The daily energy consumption of the AIS system on a single fishing boat has been reduced from 0.6kWh to 0.12kWh, and the battery replacement cycle has been extended from 3 months to 6 months, resulting in annual cost savings of approximately 800 yuan per boat.

[0157] Supplementary explanation regarding the relationship between the six improvements in this application (i.e., steps S10-S60). The six improvements in this application are not independent, but rather form an organic whole through "scenario adaptation - parameter collaboration - data interoperability - strategy iteration," mutually supporting and complementing each other to jointly construct a full-scenario, multi-layered AIS energy-saving system. The specific relationships are as follows:

[0158] I. Core Logic: Guided by the "energy-saving goal", it covers the entire chain of "ship interaction - parameter adaptation - environmental response - equipment collaboration - scenario deepening - global optimization".

[0159] The six improvements address energy-saving needs from various dimensions, but all revolve around the same core objective: to achieve precise control of AIS system energy consumption while ensuring communication reliability and navigation safety. They cover the entire process of "direct interaction between ships," "dynamic optimization of communication parameters," "adaptation to environmental interference," "coordination of shipboard equipment," "deep energy saving in extreme scenarios," and "global strategy iteration," forming a closed loop from real-time execution to long-term optimization.

[0160] II. Specific connections: mutual support, complementary scenarios, and data interoperability.

[0161] A1. Step S10 (Dual Ship Information Interaction and Coordination) and Step S20 (Power and Frequency Adaptation): Coordination of basic parameters.

[0162] Step S10 determines the energy-saving mode (such as broadcasting cycle) through information exchange between the two ships. The efficient operation of this mode depends on the support of step S20—dynamically adjusting the transmission power and frequency based on the real-time distance between the two ships (such as using 2W power + high frequency band at close range) to ensure the stability of collaborative communication and avoid power redundancy. Conversely, the power / frequency optimization in step S20 requires the ship dynamic information (such as relative heading and distance change rate) from step S10 as input to achieve targeted parameter adjustment.

[0163] A2, Step S30 (Dynamic Correction of Weather and Sea State): Supplementing the environmental adaptation of the first two.

[0164] The strategies in steps S10 and S20 are based on the ship's own dynamics and distance calculations, but do not directly consider external interference such as weather and sea state. Step S30 introduces real-time environmental parameters (such as wind, waves, and visibility) to correct the strategies of the first two steps in high-interference scenarios (such as the outer periphery of a typhoon). For example, when visibility is low, even if the two ships are in cooperative mode (step S10), the transmission power of P1 level information will be temporarily increased (step S20) and the broadcast interval will be shortened to avoid retransmission energy consumption caused by signal attenuation, forming a dual guarantee of "basic strategy + environmental correction".

[0165] A3, Step S40 (Shipborne Multi-Equipment Collaboration): Provide data and resource support for the first three.

[0166] Step S40 provides key data for the first three improvement points through the coordination of radar, VHF, GPS, and AIS:

[0167] Radar target tracking data assists in the situation assessment of step S10 (such as predicting the relative trajectories of the two ships);

[0168] VHF channel state information supports frequency shifting (avoiding channel collisions) in step S20;

[0169] GPS time synchronization ensures consistency in the broadcasting cycle between the two ships in step S10.

[0170] Meanwhile, the power management coordination in step S40 (such as device hibernation during low load at sea) provides hardware-level power consumption control support for steps S10 (low ship density scenario) and S50 (hibernation mode), reducing the overall standby power consumption of the device.

[0171] A4, Step S50 (Hibernation-Wake-up Scheduling): Deep Energy Saving Extension in Extreme Scenarios.

[0172] Step S50 is a more advanced energy-saving strategy for the extreme scenario of "sparse ships at sea," and its activation conditions depend on the judgments of the first two steps:

[0173] The ship density (<1 ship / 20 nautical miles) needs to be confirmed by combining the AIS received data in step S10 and the radar detection results in step S40.

[0174] Safety monitoring during hibernation (such as predicting ship approach trajectories) needs to reuse the TCPA / DCPA calculation logic in step S10 to ensure the timeliness of the wake-up mechanism.

[0175] Meanwhile, the device-coordinated hibernation in step S40 (such as radar power reduction and GPS reference maintenance) provides hardware support for the low-power operation in step S50, reducing the overall hibernation power consumption to below 3W.

[0176] A5, Step S60 (shore-ship closed-loop feedback): the strategy iteration engine for the entire system.

[0177] Step S60 collects operational data from the first five improvement points (such as power consumption in step S20, environmental adaptability in step S30, and sleep duration in step S50), analyzes the data on the shore-based platform, and generates optimization strategies to support the first five improvement points.

[0178] For step S10, optimize the recommended coordinated broadcasting cycle for various sea areas (e.g., shorten a certain strait to 40 seconds);

[0179] For step S20, modify the frequency / power matrix of a specific sea area (e.g., replace high-frequency bands in a certain area to reduce energy consumption);

[0180] For step S50, optimize the ship density threshold for triggering hibernation (e.g., adjust it to <0.8 ships / 20 nautical miles in a certain ocean area).

[0181] This forms an iterative cycle of "real-time execution - data feedback - strategy optimization - re-execution" to continuously improve the energy-saving effect of the entire system.

[0182] III. Summary: The progressive relationship from "local optimization" to "system collaboration".

[0183] The six improvements present a progressive logic of "basic execution → environment adaptation → equipment support → scenario deepening → global optimization".

[0184] This application also has the following advantages and effects:

[0185] I. Significantly reduce energy consumption and achieve green and low-carbon operation.

[0186] 1.1 Outstanding collaborative energy-saving results: Based on the energy-saving collaborative mechanism of information interaction between two ships, in the actual ship test of navigation between two seaports, the energy saving rate of multiple merchant ships reached 38%, which significantly reduced the energy consumption redundancy of ships in low-to-medium density navigation scenarios.

[0187] 1.2 Power and frequency optimization results in significant energy savings: The dual-dimensional adaptive collaborative technology of transmission power and frequency reduces average power consumption by 88% in short-range (≤5 nautical miles) scenarios and by 68% in medium-range (10-20 nautical miles) scenarios, achieving a comprehensive energy saving rate of 22.3% across all scenarios, with an average daily power saving of 1.2 kWh per ship.

[0188] 1.3 Better energy efficiency in harsh environments: Based on the dynamic scene correction mechanism of meteorology and sea conditions, it saves 25% energy compared with the traditional strategy in high interference scenarios such as the outer influence of typhoons, and the energy consumption per hour is reduced from 180Wh to 135Wh.

[0189] 1.4 Significant Energy Saving Through Equipment Collaborative Hibernation: The shipboard multi-equipment collaborative energy-saving mechanism enables the equipment to accumulate a hibernation time of up to 120 hours per ship, saving 1.5 kWh per ship per day. The overall standby power consumption is reduced from 45W to 12W, with an energy saving rate of 73%.

[0190] 1.5 Energy-efficient Hibernation in the Far Sea: The hibernation-wake-up adaptive scheduling strategy allows ships to hibernate for an average of 18 hours per day, saving 2.5 kWh / day. In some sea areas with sparse ships, the energy saving rate reaches 75%.

[0191] 1.6 Closed-loop optimization for continuous energy consumption reduction: Closed-loop feedback optimization of shore-based and ship energy consumption further reduces the average energy consumption of the AIS system of participating ships by 7.5%, and energy consumption in specific sea areas is reduced by 12% due to frequency optimization.

[0192] II. Improve communication reliability and efficiency.

[0193] 2.1 High communication success rate: The energy-saving collaborative mechanism for information interaction between the two ships maintained a communication success rate of over 99.5% in actual ship tests, with an anti-interference capability improved by 40%, and a signal reception success rate of ≥95% under strong electromagnetic interference environment.

[0194] 2.2 Low bit error rate and retransmission rate: The dual-dimensional adaptive collaborative technology of transmission power and frequency controls the bit error rate in the medium-range scenario to below 5e-6; the scene dynamic correction mechanism based on weather and sea conditions reduces the P1 information retransmission rate from 35% to 8%, with zero loss of key information.

[0195] 2.3 Reduced channel collision rate: The shipboard multi-equipment collaborative energy-saving mechanism reduced the channel collision rate from 18% to 7%, and the retransmission rate of coastal passenger roll-on / roll-off ships entering and leaving ports from 15% to 5%, greatly improving communication efficiency.

[0196] 2.4 Improved Target Recognition Consistency: The consistency between radar and AIS target recognition has been improved to 98%, reducing the processing of invalid information and improving communication effectiveness.

[0197] Third, reduce operating costs.

[0198] 3.1 Significant reduction in electricity costs: For a fleet of 100 ships, based on the traditional AIS system's average annual energy consumption of 43,000-65,000 kWh, the technical solution of this invention, with an estimated comprehensive energy saving rate of 30%, can save an average of RMB 10,200-15,600 in electricity costs annually.

[0199] 3.2 Reduced equipment wear and replacement costs: In fishing fleet operations, the battery replacement cycle is extended from 3 months to 6 months, saving approximately 800 yuan per vessel per year; the power amplifier's service life is extended by more than 20% due to protection mechanisms such as temperature compensation.

[0200] 3.3 Reduced Operation and Maintenance Costs: The communication failure rate (information loss / error) was reduced from 0.8% to 0.1%, reducing repair and maintenance costs caused by equipment failures and reducing operational interruption losses caused by communication problems.

[0201] IV. Enhance scenario adaptability and security.

[0202] 4.1 Adaptable to various navigation scenarios: This invention is applicable to various types of ships such as ocean-going container ships, coastal passenger roll-on / roll-off ships, and fishing fleets, as well as various scenarios such as transoceanic navigation, short-distance transportation, and fishing ground operations. It can operate efficiently in densely populated areas, sparsely populated areas in the open sea, and complex weather areas.

[0203] 4.2 Ensuring navigation safety: The safety monitoring module in the dual-ship collaboration calculates TCPA and DCPA in real time to ensure timely warning of collision risks; the collision risk pre-calculation module continues to run in dormant mode, and the early wake-up mechanism ensures response speed in emergency situations. No misjudgment or omission of collision risks occurred in the actual ship test.

[0204] 4.3 Strong protocol compatibility: It adopts the IMO AIS protocol extension field, which can be implemented through software upgrade without hardware modification. It communicates with traditional AIS equipment without conflict, which facilitates rapid deployment and application on existing ships.

[0205] V. Promote the green development of the industry.

[0206] 5.1 Facilitating the Low-Carbon Transformation of the Shipping Industry: The technical solution of this invention significantly reduces the energy consumption of the AIS system and reduces carbon emissions from ships. Each merchant ship can reduce carbon dioxide emissions by approximately 2-3 tons per year (calculated based on a carbon emission coefficient of 0.785tCO2 / MWh for thermal power plants), which has important demonstrative significance for promoting the green and low-carbon development of the shipping industry.

[0207] 5.2 Enhancing the industry's technological level: The multi-dimensional collaborative energy-saving system breaks through the limitations of existing single-dimensional optimization, providing new ideas and technical paradigms for the development of energy-saving technologies for ship communication and navigation equipment, and promoting the industry's technological improvement and upgrading.

[0208] The embodiments described above are merely examples of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these modifications and improvements all fall within the protection scope of this application.

Claims

1. An energy-saving ship pilot communication system, characterized by, The method comprises the steps of: S10, energy-saving cooperation based on double-ship information interaction; after the AIS systems of two ships establish communication, the information of the other ship is stored through information interaction initialization, the initiator generates an energy-saving request signal containing specific parameters, the receiver judges whether to accept the request through a decision-making process, both ships enter the energy-saving mode according to the rules and have feasibility guarantee measures; S20, two-dimensional adaptive cooperation of transmission power and frequency is realized; the target distance is obtained through the distance perception system, the transmission parameters are dynamically optimized according to the preset frequency-power matrix table, and a dynamic adjustment mechanism is provided; S30, a scene dynamic correction mechanism is constructed based on weather and sea conditions; data is obtained through an environmental parameter acquisition system, environmental levels and information priorities are divided, an adaptive adjustment strategy is adopted in a high-interference scene, and a recovery mechanism is provided; S40, a shipborne multi-device cooperative energy-saving mechanism is established; data sharing is realized through a data sharing architecture, and a task coordination mechanism and a power management coordination are adopted; S50, a sleep-wake adaptive scheduling strategy is designed; the sleep trigger condition is set, the sleep mode operation parameters are specified, and a wake-up mechanism and safety guarantee are provided; S60, a shore-based-ship energy consumption closed-loop feedback optimization system is constructed; the energy consumption data is collected and packaged by the ship end energy consumption perception system, and uploaded after being processed by the shore-based data analysis platform, and the optimization strategy is generated and pushed; In the energy-saving cooperation mechanism based on double-ship information interaction, the information interaction initialization includes: when the distance between two ships is less than or equal to 30 nautical miles and the communication is established for the first time, the static information and dynamic baseline information of the other ship are stored after three rounds of information interaction, and the three rounds of interaction verify the legality of MMSI code, the integrity of ship dynamic data, and the stability of communication link with a packet loss rate of less than or equal to 5%; In the shipborne multi-device cooperative energy-saving mechanism, the data sharing architecture adopts Ethernet and CAN bus to build a local area network, and extends the data interaction protocol based on the NMEA 2000 standard; the task coordination mechanism includes radar-AIS coordination, VHF-AIS channel peak shifting, and GPS-AIS time synchronization; and the power management coordination adopts an intelligent power distribution unit to realize device cooperative sleep.

2. The energy-saving marine pilot communication system according to claim 1, characterized in that, The energy-saving request signal adopts the extended field of the AIS message structure recommended by IMO, and contains the initiator MMSI code, the recommended broadcast period, the cooperative validity period, the safety threshold parameter, and the digital signature.

3. The energy-saving ship pilot communication system according to claim 2, characterized in that, The receiver decision-making process includes legality verification, situation assessment, scene adaptability judgment, and decision output, wherein the legality verification takes less than or equal to 100 ms, the situation assessment predicts the distance change rate within the next 5 minutes with an accuracy of ±0.1 knots, and the decision output needs to meet certain conditions to accept the energy-saving request.

4. The energy-saving ship pilot communication system according to claim 3, characterized in that, In the two-dimensional adaptive cooperation of transmission power and frequency, the distance perception system adopts a dual-source fusion method of "GPS positioning + signal strength inversion", the distance output frequency is 1 Hz, the data update delay is less than or equal to 500 ms, and the preset frequency-power matrix table is adopted, and the hardware adopts a specific radio frequency transceiver, FPGA, and power amplifier.

5. The energy-saving marine pilot communication system according to claim 3, wherein The weather and sea state based scene dynamic correction mechanism, the environment parameter acquisition system is configured with multiple shipboard sensors, data is collected every 2 seconds and processed through Kalman filtering algorithm, sea state is divided into 5 levels, visibility is divided into 4 levels, information priority is divided into 5 levels, and corresponding processing strategies are adopted for each priority information in high interference scenes.

6. The energy-saving marine pilot communication system according to claim 3, wherein In the sleep-wake adaptive scheduling strategy, the sleep trigger conditions include ship density, position, task state and specific requirements of system state, the state of the transmitting module, processor and sensor interface is controlled in the sleep mode, the wake-up mechanism includes timing wake-up and external trigger wake-up, the wake-up response time is less than or equal to 2 seconds, and safety guarantee measures are provided.

7. The energy-saving marine pilot communication system according to claim 3, wherein In the shore-based-ship energy consumption closed-loop feedback optimization, the ship end energy consumption sensing system is arranged with multiple energy consumption monitoring points, an energy consumption report is generated every 5 minutes and uploaded regularly, the shore-based data analysis platform uses distributed server cluster to process data, generates multiple optimization strategies and pushes them through regular and emergency pushing mechanisms, and data is transmitted through AES-256 encryption.

8. The energy-saving marine pilot communication system according to any one of claims 1 to 7, characterized in that, It is suitable for merchant ships, fishing boats and yachts equipped with AIS system, and is applied in transoceanic container ship transoceanic voyage, coastal passenger-rolling ship short-distance transportation and fishing boat formation operation scenes, and can realize significant energy saving effect and guarantee communication reliability and navigation safety.

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