A marine propulsion control system and method

Abstract

The application discloses a kind of ship propulsion control system and method, it is related to ship engineering technical field, including acquisition module for collecting analog signal when ship propulsion, main controller module is used to receive analog signal, and generates propulsion control instruction, the main controller of ship propulsion control system is also integrated with double acquisition unit, back detection unit, backup unit and self-checking unit for fault self-checking, execution module is used to execute propulsion control instruction, the present application sets up two acquisition channels for analog signal, combined with self-checking mechanism, detects fault channel and switches quickly, detects digital output channel fault and switches to standby channel in time, improves power supply and communication interface backup strategy, accurately divides fault priority and takes corresponding measures, meets the stringent requirements of modern ship to propulsion control high reliability and high safety, provides strong technical support for the stable navigation of ship.

Description

Technical Field

[0001] This invention relates to the field of marine engineering technology, and in particular to a ship propulsion control system and method. Background Technology

[0002] In recent years, as the core carrier of intercontinental transportation and marine operations, ships have faced unprecedented challenges in terms of technical performance and operational reliability. Modern ships not only need to have powerful power output to adapt to long-distance sea voyages and heavy-load transportation, but also need to achieve comprehensive upgrades in intelligent control, energy consumption optimization and safety protection. In particular, in the field of ship propulsion control systems, as a key component that directly determines the ship's speed, maneuverability and endurance, its operating status is directly related to the ship's navigation safety and operational efficiency.

[0003] In existing technologies, ship propulsion-related technologies have certain limitations in signal acquisition, fault detection, and processing. In terms of signal acquisition, most technologies employ a single acquisition channel or a simple redundancy design. When an acquisition channel fails, it is difficult to quickly and accurately detect and switch to a backup channel, which can easily lead to signal loss or inaccurate data acquisition. In terms of fault detection and processing, fault detection of digital output channels is not timely enough, and there is a lack of an effective backup channel switching mechanism. At the same time, the backup strategies for power supply and communication interfaces are not perfect. Once a power outage or communication failure occurs, it may cause the control system to malfunction. The self-testing functions of existing technologies are relatively scattered, and it is not possible to effectively integrate and analyze the self-testing data of each module, making it difficult to comprehensively and accurately determine the fault level and take targeted handling measures. Summary of the Invention

[0004] The technical problem solved by this invention is that ship propulsion-related technologies have certain limitations in signal acquisition, fault detection, and processing. In terms of signal acquisition, a single acquisition channel or a simple redundancy design is often used. When the acquisition channel fails, it is difficult to quickly and accurately detect and switch to a backup channel, which can easily lead to signal loss or inaccurate data acquisition. In terms of fault detection and processing, fault detection of digital output channels is not timely enough, and there is a lack of an effective backup channel switching mechanism. At the same time, the backup strategies for power supply and communication interfaces are not perfect. Once a power outage or communication failure occurs, it may cause the control system to malfunction. The self-testing functions of existing technologies are relatively scattered, and they cannot effectively integrate and analyze the self-testing data of each module, making it difficult to comprehensively and accurately determine the fault level and take targeted processing measures.

[0005] To solve the above-mentioned technical problems, the present invention provides the following technical solution: a ship propulsion control system, comprising a data acquisition module, a main controller module, and an execution module;

[0006] The acquisition module is used to acquire analog signals during ship propulsion through different sensors;

[0007] The main controller module is used to receive the analog signal using an embedded computing controller and generate propulsion control commands according to a preset control strategy. The main controller of the ship propulsion control system also integrates a dual acquisition unit, a return inspection unit, a backup switching unit, and a self-testing unit for fault self-testing.

[0008] The execution module is used to receive the propulsion control command and execute the propulsion control command by adjusting the propeller pitch and main engine speed of the ship through the ship's pitch control actuator and main engine throttle controller;

[0009] The dual acquisition unit is used to acquire the numerical range of each analog signal, and two acquisition channels are set for each analog signal, including a first acquisition channel and a second acquisition channel.

[0010] The same analog signal at the same time is acquired through the two acquisition channels to obtain the first acquisition data and the second acquisition data. The first acquisition data and the second acquisition data are compared to obtain the acquisition data deviation value.

[0011] The collected data deviation value is compared with a preset data deviation threshold. When the collected data deviation value is greater than the preset data deviation threshold, it is determined that one of the two acquisition channels is in an abnormal state. The acquisition channel in an abnormal state is identified and switched to the acquisition channel that is not in an abnormal state.

[0012] The logic for determining an abnormal acquisition channel includes:

[0013] The abnormal states include range abnormalities, jump abnormalities, and fixed abnormalities;

[0014] Range anomaly includes: comparing the first and second acquired data with the numerical range of the corresponding analog signal, and determining the acquisition channel corresponding to the acquired data that exceeds the numerical range as having a range anomaly;

[0015] The jump anomaly includes: calculating the data change of the first and second collected data at two adjacent unit time nodes to obtain the first data change and the second data change;

[0016] If the change in one of the first data change and the second data change is greater than a preset jump threshold, then the acquisition channel corresponding to the data change that is greater than the preset jump threshold is determined to be a jump anomaly.

[0017] Fixed anomalies include: obtaining historical data update records of the first and second collected data respectively, and based on the historical data update records, counting the number of updates of the first and second collected data within a preset time period to obtain the first update frequency and the second update frequency;

[0018] If one of the first update frequency and the second update frequency drops to zero within a preset period and the collected data does not change, then the data acquisition channel corresponding to one of the first update frequency and the second update frequency is determined to be a fixed anomaly.

[0019] As a preferred embodiment of the ship propulsion control system described in this invention, the different sensors include a speed sensor, a propeller angle sensor, and a throttle position sensor.

[0020] The analog signals include engine speed signal, propeller angle signal, and throttle position signal.

[0021] As a preferred embodiment of the ship propulsion control system described in this invention, the main controller module is used to receive the analog signal using an embedded computing controller and generate propulsion control commands according to a preset control strategy. The main controller of the ship propulsion control system also integrates a dual acquisition unit, a return inspection unit, a backup switching unit, and a self-testing unit for fault self-testing.

[0022] The logic for generating propulsion control commands based on a preset control strategy includes:

[0023] The preset control strategy includes a preset control algorithm, which receives the desired navigation parameters input by the crew, uses the desired navigation parameters as the target value, uses the analog signal as the feedback value, calculates the feedback deviation value between the target value and the feedback value, and calculates the feedback deviation value through the preset control algorithm to generate propulsion control commands.

[0024] The desired navigation parameters include the desired engine speed, the desired propeller angle, and the desired ship speed.

[0025] In a preferred embodiment of the ship propulsion control system described in this invention, the back-check unit is used to receive the propulsion control command signal output by the main control module through the digital output channel, and to electrically isolate the command signal through an optocoupler.

[0026] The electrically isolated command signal is copied into two paths in the main controller of the ship propulsion control system to obtain the first signal and the second signal.

[0027] The first signal is transmitted to the execution module through the digital output channel;

[0028] Simultaneously, the second signal is transmitted via an internal connection line to the digital input port of the main controller of the ship propulsion control system as a feedback signal;

[0029] The command signal and feedback signal are compared. If the command signal and feedback signal are inconsistent, it is determined that there is a fault in the current digital output channel. The current digital output channel is switched to the backup output channel, and an alarm signal is issued to remind the staff to pay attention. At the same time, the alarm information is recorded, including the time of the fault and the channel where the fault occurred.

[0030] In a preferred embodiment of the ship propulsion control system described in this invention, the backup switching unit is used to set up a main power supply and a backup power supply. When the main power supply experiences voltage instability or power failure, the main power supply is switched to the backup power supply through a power switching circuit.

[0031] As a preferred embodiment of the ship propulsion control system described in this invention, the self-testing unit is used to detect the real-time status of the dual-acquisition unit, the return-testing unit, and the standby switching unit to obtain self-testing data. Based on the self-testing data, the fault priority when the ship malfunctions is determined, and different handling measures are taken according to different fault priorities.

[0032] The self-test data includes the channel status of the two acquisition channels of the dual acquisition unit, the comparison results of the command signal and feedback signal of the return test unit, and the working status of the main power supply and backup power supply of the standby unit.

[0033] The fault priority includes Level 1 faults, Level 2 faults, and Level 3 faults, and different handling measures are taken according to different fault priorities;

[0034] The logic for determining the fault priority when a ship malfunctions based on the self-test data includes:

[0035] The first scenario is that both acquisition channels are in an abnormal state.

[0036] The second scenario is that the digital output channel fails and there is no backup output channel.

[0037] The third scenario is when both the main power supply and the backup power supply experience voltage instability or power outage.

[0038] If any of the first, second, and third conditions occur, it is determined to be a level one fault;

[0039] The fourth scenario is when one of the two acquisition channels becomes abnormal.

[0040] The fifth scenario involves a faulty digital output channel that can be switched to a backup output channel.

[0041] The sixth scenario is to switch to the backup power supply in case of voltage instability or power failure of the main power supply.

[0042] If no Level 1 fault occurs, but one of the fourth, fifth, or sixth conditions occurs, it is determined to be a Level 2 fault.

[0043] The seventh scenario is to quickly restore the two acquisition channels after they malfunction.

[0044] Synchronization after the digital output signal and the feedback signal become inconsistent is taken as the eighth case;

[0045] The ninth condition is to quickly restore the main power supply after voltage instability or power failure.

[0046] If no Level 1 or Level 2 faults occur, but one of the seventh, eighth, or ninth conditions occurs, it is determined to be a Level 3 fault.

[0047] In a preferred embodiment of the ship propulsion control system described in this invention, the logic for taking different handling measures according to different fault priorities includes:

[0048] When a level 1 fault is determined, the highest level of audible and visual alarm is immediately triggered, a remote emergency notification is simultaneously sent to the maintenance personnel, the emergency power supply is quickly started, and critical fault data is quickly saved.

[0049] When a level 2 fault is identified, the acquisition channel is switched to the normal acquisition channel, the digital output channel is switched to the backup output channel, the faulty communication interface is disabled, the backup power supply is kept in stable output, a medium-intensity alarm prompt is issued, the time, specific location and fault channel number of the fault are recorded in detail, and maintenance is arranged.

[0050] When a fault is determined to be a level 3 fault, no alarm information will be issued proactively. Instead, the fault records will be summarized into an analysis report and sent to the maintenance personnel.

[0051] As a preferred embodiment of the ship propulsion control system of the present invention, the execution module includes a drive unit and an execution unit;

[0052] The driving unit is used to receive the first signal and perform energy conversion on the first signal to obtain a driving signal;

[0053] The execution unit is used to receive the drive signal, generate mechanical actions to adjust the propeller pitch and main engine speed of the ship according to the drive signal, and execute the mechanical actions through the propeller pitch control actuator and the main engine throttle controller.

[0054] A ship propulsion control method, applied to a ship propulsion control system, includes the following steps:

[0055] Step S1: Collect analog signals during ship propulsion using different sensors;

[0056] Step S2: The embedded computing controller receives the analog signal and generates propulsion control commands according to the preset control strategy. The main controller of the ship propulsion control system also integrates a dual acquisition unit, a return inspection unit, a backup switching unit and a self-testing unit for fault self-testing.

[0057] Step S3: Receive the propulsion control command, and execute the propulsion control command by adjusting the propeller pitch and main engine speed of the ship through the ship's pitch control actuator and main engine throttle controller.

[0058] The beneficial effects of this invention are as follows: This invention sets up two acquisition channels for analog signals through a dual acquisition module, and combines a self-testing mechanism to quickly detect and switch faulty channels, avoiding signal loss or inaccurate data. During fault detection and handling, the feedback module promptly detects faults in the digital output channel and switches to the backup channel. The backup module improves the backup strategy for power supply and communication interfaces to prevent control function paralysis. The self-testing module integrates the self-testing data from the dual acquisition module, feedback module, and backup module to accurately classify fault priorities and take corresponding measures. This meets the stringent requirements of modern ships for high reliability and high safety in propulsion control, and provides strong technical support for the stable navigation of ships. Attached Figure Description

[0059] Figure 1 This is a basic flowchart of a ship propulsion control system provided in one embodiment of the present invention.

[0060] Figure 2 This is a flowchart illustrating the steps of a ship propulsion control method according to an embodiment of the present invention.

[0061] Figure 3 This is a diagram illustrating the operational steps of a ship's propulsion control system.

[0062] Figure 4 This is a functional block diagram of the main controller of a ship's propulsion control system.

[0063] Figure 5 This is a schematic diagram of the main controller structure of a ship propulsion control system. Detailed Implementation

[0064] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0065] Example 1, referring to Figure 1 As one embodiment of the present invention, a ship propulsion control system is provided, including a data acquisition module, a main controller module, and an execution module;

[0066] The acquisition module is used to acquire analog signals during ship propulsion using different sensors;

[0067] The main controller module is used to receive analog signals using an embedded computing controller and generate propulsion control commands according to a preset control strategy. The main controller of the ship propulsion control system also integrates a dual acquisition unit, a return inspection unit, a backup switching unit, and a self-testing unit for fault self-testing.

[0068] The execution module is used to receive propulsion control commands and execute propulsion control commands by adjusting the propeller pitch and main engine speed through the ship's pitch control actuator and main engine throttle controller;

[0069] The dual acquisition unit is used to acquire the numerical range of each analog signal, and two acquisition channels are set for each analog signal. The two acquisition channels include a first acquisition channel and a second acquisition channel.

[0070] The same analog signal at the same time is acquired through two acquisition channels to obtain the first acquisition data and the second acquisition data. The first acquisition data and the second acquisition data are compared to obtain the acquisition data deviation value.

[0071] The collected data deviation value is compared with the preset data deviation threshold. When the collected data deviation value is greater than the preset data deviation threshold, it is determined that one of the two acquisition channels is in an abnormal state. The acquisition channel in an abnormal state is identified and switched to the acquisition channel that is not in an abnormal state.

[0072] The logic for determining which acquisition channel is in an abnormal state includes:

[0073] Abnormal states include range anomalies, jump anomalies, and fixed anomalies;

[0074] Range anomalies include: comparing the first and second acquired data with the numerical range of the corresponding analog signals, and determining the acquisition channel corresponding to the acquired data that exceeds the numerical range as having a range anomaly;

[0075] The jump anomaly includes: calculating the data change of the first and second collected data at two adjacent unit time nodes to obtain the first data change and the second data change;

[0076] If the change in either the first data change or the second data change exceeds a preset jump threshold, the acquisition channel corresponding to the data change exceeding the preset jump threshold will be judged as having a jump anomaly.

[0077] Fixed anomalies include: obtaining historical data update records of the first and second collected data respectively, and calculating the number of updates of the first and second collected data within a preset time based on the historical data update records to obtain the first update frequency and the second update frequency;

[0078] If one of the first update frequency and the second update frequency drops to zero within a preset period and the collected data does not change, then the data acquisition channel corresponding to one of the first update frequency and the second update frequency is determined to be a fixed anomaly.

[0079] Preset period: set to 10 milliseconds to ensure that control commands are updated at a high frequency of 100 Hz to meet real-time requirements.

[0080] Preset time: Set to 30 seconds as an observation window for the system to determine whether the operating conditions are stable or have entered a new state.

[0081] Preset jump threshold: Set to 15% of the target value to trigger a rapid switch of control mode or an alarm, preventing sudden changes in commands.

[0082] Preset data deviation threshold: set to 2% of the full scale of the measurement sensor, used to determine whether there is a significant deviation between the actual measured value and the expected value. If it exceeds the threshold, a diagnostic or compensation procedure will be initiated.

[0083] Two acquisition channels are set up for each analog signal. When one acquisition channel fails to work properly, the other channel can continue to acquire data without being affected, avoiding signal loss due to the failure of a single channel. This ensures the continuity and reliability of data acquisition and provides a stable data source for subsequent data analysis and control decisions of the system.

[0084] When the data deviation between two channels exceeds the threshold, the self-test mechanism can be quickly triggered to locate the faulty channel and immediately switch to the normal channel. This avoids data interruption or errors caused by a single channel failure, ensuring that the system can always obtain reliable analog data and provide effective support for subsequent control logic and decision-making.

[0085] By clarifying the specific judgment logic for three abnormal states—range anomaly, jump anomaly, and fixed anomaly—an operable quantitative standard is provided for fault identification of the acquisition channel. Range anomaly ensures the rationality of the data and prevents errors exceeding limits caused by sensor drift or line faults. Jump anomaly captures the dynamic rationality of the data, effectively filtering out spike pulses caused by severe interference and preventing malfunctions of the control system. Fixed anomaly monitors the activity of the data link and promptly detects "zombie data" caused by communication interruption or sensor jamming. This enables the system to automatically identify different types of channel anomalies based on objective data, thus providing a solid basis for accurately determining the faulty channel and performing switching operations, ensuring timely detection of channel problems and guaranteeing the effectiveness of data acquisition.

[0086] Different sensors include speed sensors, propeller angle sensors, and throttle position sensors;

[0087] Analog signals include engine speed signal, propeller angle signal, and throttle position signal.

[0088] The engine speed signal reflects the engine load and operating conditions, the propeller angle signal determines the propeller's ability to absorb power and generate thrust, and the throttle position signal is the direct bridge connecting control commands and engine power output.

[0089] By combining speed sensors, propeller angle sensors, and throttle position sensors, key operating parameters of the propulsion system can be comprehensively captured. Real-time acquisition of main engine speed signals, propeller angle signals, and throttle position signals provides a precise data foundation for control strategies, enabling the system to dynamically adapt to control requirements under different navigation conditions and improving the accuracy and economy of ship propulsion.

[0090] The main controller module is used to receive analog signals using an embedded computing controller and generate propulsion control commands according to a preset control strategy. The main controller of the ship propulsion control system also integrates a dual acquisition unit, a return inspection unit, a backup switching unit, and a self-testing unit for fault self-testing.

[0091] The logic for generating propulsion control commands based on a preset control strategy includes:

[0092] The preset control strategy includes a preset control algorithm, which receives the desired navigation parameters input by the crew, uses the desired navigation parameters as target values, uses analog signals as feedback values, calculates the feedback deviation between the target value and the feedback value, and generates propulsion control commands by calculating the feedback deviation value through the preset control algorithm.

[0093] The desired navigation parameters include the desired main engine speed, the desired propeller angle, and the desired ship speed.

[0094] In a ship's propulsion control system, calculating deviations and generating commands is a dynamic, continuous, closed-loop process. The system sets the desired navigation parameters input by the crew through the control panel as the system's target values. Acquisition modules throughout the ship are collecting analog signals reflecting the current actual operating status in real time, such as the actual main engine speed and the actual propeller angle. These data constitute the system's feedback values. The system compares the target values ​​with the feedback values ​​in real time, and the difference between the two is the feedback deviation value. For example, if the desired speed is 15 knots, but the actual speed is only 14 knots, then the feedback deviation value is -1 knot. This deviation value is the core of the entire control logic. Its magnitude and direction accurately indicate the gap between the current state and the target. The preset control algorithm begins to precisely calculate this feedback deviation value. For example, a large, sustained negative deviation will prompt the algorithm to calculate a stronger correction command; while a rapidly decreasing deviation will allow the algorithm to anticipate and avoid overcorrection. The final calculation result output by the algorithm is the propulsion control command.

[0095] The embedded controller uses a high-performance microcontroller with powerful computing capabilities. It integrates multiple communication interfaces to meet the needs of data acquisition and multi-device interaction.

[0096] The system calculates the feedback deviation value using a preset control algorithm. First, it collects the deviation between the target value and the actual value in real time. In PID control mode, the controller performs a comprehensive calculation based on the magnitude of the deviation, the duration of the accumulated deviation, and the rate of change of the deviation, according to preset proportional, integral, and derivative weights, to obtain a precise adjustment command to control the throttle or pitch mechanism. In fuzzy control mode, the deviation and its changing trend are converted into fuzzy language descriptions such as positive, large, zero, and negative small. Then, logical reasoning is performed based on a preset rule base, and finally, the reasoning result is converted back into a specific control output. In model predictive control mode, the system uses a built-in ship mathematical model to predict the evolution of the system state over a future period in each control cycle. Then, through optimization calculation, it finds a control scheme that makes the future state closest to the target and has the lowest energy consumption, and immediately executes the first step of the scheme. Subsequently, this prediction and optimization process is repeated in each cycle to achieve dynamic adjustment.

[0097] An embedded computing controller is used to realize the real-time calculation of the control algorithm. The deviation between the expected navigation parameters input by the crew and the actual feedback signal is calculated, and propulsion control commands are generated quickly. This control strategy based on feedback deviation can effectively suppress external interference and ensure stable control of ship speed, main engine speed and propeller pitch, with higher control accuracy and robustness.

[0098] The feedback unit is used to receive the propulsion control command signal output by the main control module through the digital output channel, and to electrically isolate the command signal through an optocoupler.

[0099] The electrically isolated command signal is copied into two paths in the main controller of the ship propulsion control system to obtain the first signal and the second signal.

[0100] The first signal is transmitted to the execution module through the digital output channel;

[0101] At the same time, the second signal is transmitted to the digital input port of the main controller of the ship propulsion control system through the internal connection line as a feedback signal;

[0102] The command signal and feedback signal are compared. If the command signal and feedback signal are inconsistent, it is determined that there is a fault in the current digital output channel. The current digital output channel is switched to the backup output channel, and an alarm signal is issued to remind the staff to pay attention. At the same time, the alarm information is recorded, including the time of the fault and the channel where the fault occurred.

[0103] The internal connection lines are carefully designed wiring on the controller PCB board. Their paths are short and controlled, and they are almost unaffected by external electromagnetic interference. This ensures the authenticity of the feedback signals and makes them highly comparable to the signals transmitted from the outside to the execution module, thus accurately determining whether the fault is an external channel fault or an internal logic error of the controller.

[0104] The electrical isolation provided by the optocoupler can effectively block interference and surges from external circuits, protecting the internal circuitry of the main controller from damage. The introduction of feedback signals allows the main controller to compare the issued output commands with the actual output in real time, promptly detect deviations in signal transmission, and avoid malfunctions of external devices due to channel failures.

[0105] The command signal and feedback signal are compared and a precise timestamp is added to both to ensure that the signal being compared corresponds to the same command, thus eliminating misjudgments caused by transmission delay. The backup output channel switching adopts a high-speed response design, completing the switching instantly upon fault detection and maintaining stable signal parameters to reduce the impact on external devices. After fault determination, the time and channel number are recorded immediately with precision down to the second, providing accurate evidence for tracing the cause of the fault.

[0106] If the command signal and feedback signal are inconsistent, the system can quickly determine that the current channel is faulty and automatically switch to the backup channel. At the same time, it will alert the staff through an alarm signal and record information including the fault time and channel. This not only avoids control failure caused by the faulty channel, but also provides a basis for subsequent maintenance, ensuring the continuity and reliability of the system output function.

[0107] The backup unit is used to set the main power supply and the backup power supply. When the main power supply experiences voltage instability or power failure, the main power supply is switched to the backup power supply through the power switching circuit.

[0108] The power switching circuit uses either a relay-based solution or a semiconductor-based static switch solution. Static switches have switching times in the millisecond or even microsecond range, enabling truly uninterrupted power supply, which is crucial for embedded controllers that require continuous operation. Relays, on the other hand, have slower switching speeds and limited mechanical lifespan.

[0109] When the main power supply experiences voltage instability or power failure, it can quickly switch to the backup power supply to avoid affecting system operation due to power interruption, ensure that core functions are not affected by power abnormalities, and improve the system's ability to cope with power failures through automatic detection and switching, thereby reducing the impact of abnormalities on overall operation.

[0110] The self-test unit is used to detect the real-time status of the dual-acquisition unit, the return-inspection unit, and the standby unit, obtain self-test data, determine the fault priority when the ship malfunctions based on the self-test data, and take different handling measures according to different fault priorities.

[0111] The self-test data includes the channel status of the two acquisition channels of the dual acquisition unit, the comparison results of the command signal and feedback signal of the return test unit, and the working status of the main power supply and backup power supply of the standby unit.

[0112] Fault priorities are categorized into Level 1, Level 2, and Level 3 faults, with different handling measures taken based on different fault priorities.

[0113] The logic for determining the fault priority when a ship malfunctions based on self-inspection data includes:

[0114] The first scenario is that both acquisition channels are in an abnormal state.

[0115] The second scenario is that the digital output channel fails and there is no backup output channel.

[0116] The third scenario is when both the main power supply and the backup power supply experience voltage instability or power outage.

[0117] If any of the first, second, and third conditions occur, it is determined to be a level one fault;

[0118] The fourth scenario is when one of the two acquisition channels becomes abnormal.

[0119] The fifth scenario involves a faulty digital output channel that can be switched to a backup output channel.

[0120] The sixth scenario is to switch to the backup power supply in case of voltage instability or power failure of the main power supply.

[0121] If no Level 1 fault occurs, but one of the fourth, fifth, or sixth conditions occurs, it is determined to be a Level 2 fault.

[0122] The seventh scenario is to quickly restore the two acquisition channels after they malfunction.

[0123] Synchronization after the digital output signal and the feedback signal become inconsistent is taken as the eighth case;

[0124] The ninth condition is to quickly restore the main power supply after voltage instability or power failure.

[0125] If no Level 1 or Level 2 faults occur, but one of the seventh, eighth, or ninth conditions occurs, it is determined to be a Level 3 fault.

[0126] The self-testing unit establishes a hierarchical fault handling mechanism by monitoring the status of each functional module in real time. Based on self-testing data such as the status of dual acquisition channels, backtesting comparison results, and power supply operating status, the system classifies faults into three levels and takes differentiated handling measures. This intelligent hierarchical management enables the system to prioritize the handling of high-risk faults, optimize resource allocation, and improve the pertinence and efficiency of fault handling.

[0127] The logic of taking different handling measures based on different fault priorities includes:

[0128] When a level 1 fault is determined, the highest level of audible and visual alarm is immediately triggered, a remote emergency notification is simultaneously sent to the maintenance personnel, the emergency power supply is quickly started, and critical fault data is quickly saved.

[0129] Key fault data includes the fault time and channel number, as well as waveform data of all relevant analog signals, sequence of control commands, and status logs of each unit in the seconds before the fault occurred. This data is stored in non-volatile memory and will not be lost even if the system is completely powered off. It is the data for in-depth fault analysis and responsibility determination after the fact.

[0130] When a level 2 fault is identified, the acquisition channel is switched to the normal acquisition channel, the digital output channel is switched to the backup output channel, the faulty communication interface is disabled, the backup power supply is kept in stable output, a medium-intensity alarm prompt is issued, the time, specific location and fault channel number of the fault are recorded in detail, and maintenance is arranged.

[0131] When a fault is determined to be a level 3 fault, no alarm information will be issued proactively. Instead, the fault records will be summarized into an analysis report and sent to the maintenance personnel.

[0132] Although a Level 3 fault does not trigger an alarm, the analysis report it records has value for preventative maintenance.

[0133] The system employs differentiated handling measures for different fault levels. Level 1 faults trigger the highest level alarm and emergency response, Level 2 faults automatically switch over and record detailed information, and Level 3 faults are only summarized and analyzed. This differentiated approach ensures rapid response to critical faults while avoiding excessive intervention in low-risk faults, achieving the best balance between system security and operational efficiency.

[0134] The drive unit is used to receive the first signal and convert the first signal into energy to obtain the drive signal;

[0135] The actuator is used to receive drive signals, generate mechanical actions to adjust the propeller pitch and main engine speed of the ship according to the drive signals, and execute the mechanical actions through the propeller pitch control actuator and the main engine throttle controller.

[0136] The first signal sent from the main controller is essentially a low-power electrical signal. It carries control commands but does not have the ability to drive large mechanical equipment. The core task of the drive unit is to perform energy conversion. It receives this weak electrical signal and amplifies and converts it into a high-power drive signal that can drive mechanical actuators. For commands to control the propeller pitch, the power amplifier circuit in the drive unit will convert the voltage signal into a strong current to precisely drive the electro-hydraulic servo valve. For commands to control the main engine throttle, the drive unit will output a specific pulse sequence or analog current to drive the stepper motor. The essence of this process is to convert the energy of information into the energy of the physical world.

[0137] When the drive signal is applied to the pitch control actuator, the electro-hydraulic servo valve precisely controls the flow direction and flow rate of the high-pressure oil according to the current magnitude, pushing the piston of the hydraulic cylinder connected to the internal mechanical structure of the propeller blade. The linear motion of the piston is efficiently converted into the rotation of the propeller blade through the crank or blade mechanism, thereby realizing the precise adjustment of the propeller pitch. When the drive signal is applied to the main engine throttle controller, the servo motor or pneumatic actuator generates rotation or linear motion, which directly pulls or pushes the rack of the main engine fuel pump through the linkage mechanism, changing its fuel supply, thereby achieving precise control of the main engine speed.

[0138] The drive unit converts electrical signals into high-power drive signals, and the actuator unit achieves precise adjustment of mechanical actions through the pitch control actuator and the main engine throttle controller. The direct coupling of energy conversion and mechanical execution eliminates signal loss in intermediate links, enabling propulsion control to have a faster response speed and higher execution accuracy.

[0139] Example 2, refer to Figure 2 The present invention provides a ship propulsion control method, comprising the following steps:

[0140] Step S1: Collect analog signals during ship propulsion using different sensors;

[0141] Step S2: An embedded computing controller receives analog signals and generates propulsion control commands according to a preset control strategy. The main controller of the ship propulsion control system also integrates a dual acquisition unit, a return inspection unit, a backup switching unit, and a self-testing unit for fault self-testing.

[0142] Step S3: Receive propulsion control command, and execute propulsion control command by adjusting the propeller pitch and main engine speed of the ship through the ship's pitch control actuator and main engine throttle controller.

[0143] This invention sets up two acquisition channels for analog signals using a dual acquisition module. Combined with a self-testing mechanism, it quickly detects and switches faulty channels to avoid signal loss or inaccurate data. During fault detection and handling, the feedback module promptly detects faults in the digital output channel and switches to the backup channel. The backup module improves the backup strategy for power supply and communication interfaces to prevent control function paralysis. The self-testing module integrates the self-testing data from the dual acquisition module, feedback module, and backup module to accurately classify fault priorities and take corresponding measures. This meets the stringent requirements of modern ships for high reliability and high safety in propulsion control, providing strong technical support for the stable navigation of ships.

[0144] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product implemented on one or more computer-usable storage media containing computer-usable program code. The storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read Only Memory (EPROM), Programmable Red-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0145] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the protection scope of the present invention.

Claims

1. A ship propulsion control system, characterized in that, It includes a data acquisition module, a main controller module, and an execution module; The acquisition module is used to acquire analog signals during ship propulsion through different sensors; The main controller module is used to receive the analog signal using an embedded computing controller and generate propulsion control commands according to a preset control strategy. The main controller of the ship propulsion control system also integrates a dual acquisition unit, a return inspection unit, a backup switching unit, and a self-testing unit for fault self-testing. The execution module is used to receive the propulsion control command and execute the propulsion control command by adjusting the propeller pitch and main engine speed of the ship through the ship's pitch control actuator and main engine throttle controller; The dual acquisition unit is used to acquire the numerical range of each analog signal, and two acquisition channels are set for each analog signal, including a first acquisition channel and a second acquisition channel. The same analog signal at the same time is acquired through the two acquisition channels to obtain the first acquisition data and the second acquisition data. The first acquisition data and the second acquisition data are compared to obtain the acquisition data deviation value. The collected data deviation value is compared with a preset data deviation threshold. When the collected data deviation value is greater than the preset data deviation threshold, it is determined that one of the two acquisition channels is in an abnormal state. The acquisition channel in an abnormal state is identified and switched to the acquisition channel that is not in an abnormal state. The logic for determining an abnormal acquisition channel includes: The abnormal states include range abnormalities, jump abnormalities, and fixed abnormalities; Range anomaly includes: comparing the first and second acquired data with the numerical range of the corresponding analog signal, and determining the acquisition channel corresponding to the acquired data that exceeds the numerical range as having a range anomaly; The jump anomaly includes: calculating the data change of the first and second collected data at two adjacent unit time nodes to obtain the first data change and the second data change; If the change in one of the first data change and the second data change is greater than a preset jump threshold, then the acquisition channel corresponding to the data change that is greater than the preset jump threshold is determined to be a jump anomaly. Fixed anomalies include: obtaining historical data update records of the first and second collected data respectively, and based on the historical data update records, counting the number of updates of the first and second collected data within a preset time period to obtain the first update frequency and the second update frequency; If one of the first update frequency and the second update frequency drops to zero within a preset period and the collected data does not change, then the data acquisition channel corresponding to one of the first update frequency and the second update frequency is determined to be a fixed anomaly.

2. The ship propulsion control system as described in claim 1, characterized in that: The different sensors include a speed sensor, a propeller angle sensor, and a throttle position sensor; The analog signals include engine speed signal, propeller angle signal, and throttle position signal.

3. The ship propulsion control system as described in claim 2, characterized in that: The main controller module is used to receive the analog signal using an embedded computing controller and generate propulsion control commands according to a preset control strategy. The main controller of the ship propulsion control system also integrates a dual acquisition unit, a return inspection unit, a backup switching unit, and a self-testing unit for fault self-testing. The logic for generating propulsion control commands based on a preset control strategy includes: The preset control strategy includes a preset control algorithm, which receives the desired navigation parameters input by the crew, uses the desired navigation parameters as the target value, uses the analog signal as the feedback value, calculates the feedback deviation value between the target value and the feedback value, and calculates the feedback deviation value through the preset control algorithm to generate propulsion control commands. The desired navigation parameters include the desired engine speed, the desired propeller angle, and the desired ship speed.

4. The ship propulsion control system as described in claim 3, characterized in that: The return inspection unit is used to receive the propulsion control command signal output by the main control module through the digital output channel, and to electrically isolate the command signal through an optocoupler. The electrically isolated command signal is copied into two paths in the main controller of the ship propulsion control system to obtain the first signal and the second signal. The first signal is transmitted to the execution module through the digital output channel; Simultaneously, the second signal is transmitted via an internal connection line to the digital input port of the main controller of the ship propulsion control system as a feedback signal; The command signal and feedback signal are compared. If the command signal and feedback signal are inconsistent, it is determined that there is a fault in the current digital output channel. The current digital output channel is switched to the backup output channel, and an alarm signal is issued to remind the staff to pay attention. At the same time, the alarm information is recorded, including the time of the fault and the channel where the fault occurred.

5. The ship propulsion control system as described in claim 4, characterized in that: The backup switching unit is used to set up the main power supply and the backup power supply. When the main power supply experiences voltage instability or power failure, the main power supply is switched to the backup power supply through the power switching circuit.

6. The ship propulsion control system as described in claim 5, characterized in that: The self-testing unit is used to detect the real-time status of the dual-acquisition unit, the return-inspection unit, and the standby switching unit, obtain self-testing data, determine the fault priority when the ship malfunctions based on the self-testing data, and take different handling measures according to different fault priorities. The self-test data includes the channel status of the two acquisition channels of the dual acquisition unit, the comparison results of the command signal and feedback signal of the return test unit, and the working status of the main power supply and backup power supply of the standby unit. The fault priority includes Level 1 faults, Level 2 faults, and Level 3 faults, and different handling measures are taken according to different fault priorities; The logic for determining the fault priority when a ship malfunctions based on the self-test data includes: The first scenario is that both acquisition channels are in an abnormal state. The second scenario is that the digital output channel fails and there is no backup output channel. The third scenario is when both the main power supply and the backup power supply experience voltage instability or power outage. If any of the first, second, and third conditions occur, it is determined to be a level one fault; The fourth scenario is when one of the two acquisition channels becomes abnormal. The fifth scenario involves a faulty digital output channel that can be switched to a backup output channel. The sixth scenario is to switch to the backup power supply in case of voltage instability or power failure of the main power supply. If no Level 1 fault occurs, but one of the fourth, fifth, or sixth conditions occurs, it is determined to be a Level 2 fault. The seventh scenario is to quickly restore the two acquisition channels after they malfunction. Synchronization after the digital output signal and the feedback signal become inconsistent is taken as the eighth case; The ninth condition is to quickly restore the main power supply after voltage instability or power failure. If no Level 1 or Level 2 faults occur, but one of the seventh, eighth, or ninth conditions occurs, it is determined to be a Level 3 fault.

7. The ship propulsion control system as described in claim 6, characterized in that: The logic for taking different handling measures based on different fault priorities includes: When a level 1 fault is determined, the highest level of audible and visual alarm is immediately triggered, a remote emergency notification is simultaneously sent to the maintenance personnel, the emergency power supply is quickly started, and critical fault data is quickly saved. When a level 2 fault is identified, the acquisition channel is switched to the normal acquisition channel, the digital output channel is switched to the backup output channel, the faulty communication interface is disabled, the backup power supply is kept in stable output, a medium-intensity alarm prompt is issued, the time, specific location and fault channel number of the fault are recorded in detail, and maintenance is arranged. When a fault is determined to be a level 3 fault, no alarm information will be issued proactively. Instead, the fault records will be summarized into an analysis report and sent to the maintenance personnel.

8. The ship propulsion control system as described in claim 7, characterized in that: The execution module includes a driver unit and an execution unit; The driving unit is used to receive the first signal and perform energy conversion on the first signal to obtain a driving signal; The execution unit is used to receive the drive signal, generate mechanical actions to adjust the propeller pitch and main engine speed of the ship according to the drive signal, and execute the mechanical actions through the propeller pitch control actuator and the main engine throttle controller.

9. A ship propulsion control method, applied in a ship propulsion control system as described in any one of claims 1-8, characterized in that, Includes the following steps: Step S1: Collect analog signals during ship propulsion using different sensors; Step S2: The embedded computing controller receives the analog signal and generates propulsion control commands according to the preset control strategy. The main controller of the ship propulsion control system also integrates a dual acquisition unit, a return inspection unit, a backup switching unit and a self-testing unit for fault self-testing. Step S3: Receive the propulsion control command, and execute the propulsion control command by adjusting the propeller pitch and main engine speed of the ship through the ship's pitch control actuator and main engine throttle controller.

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