Fire alarm hierarchical cooperative control method and system, and ship electronic device

Abstract

The application discloses a fire alarm hierarchical cooperative control method and system for ship multi-system linkage, and ship electronic equipment, and relates to the technical field of fire alarm and linkage control. The control method comprises the following steps: receiving a fire alarm signal, dividing the fire alarm into multiple response levels based on the fire source position, combustion type and ship area information carried by the fire alarm signal; generating a multi-system cooperative control strategy according to the response level; sending an action instruction to multiple subsystems according to the cooperative control strategy in a preset time sequence; collecting the execution feedback information of each subsystem in real time, and automatically triggering a backup linkage logic if there is a subsystem execution failure. Through the hierarchical fire alarm and preset time sequence cooperative control, the application realizes accurate response to different cabins of the ship, avoids navigation panic and logic conflict caused by false alarms, and introduces feedback and backup logic to provide a bottom-up measure when the subsystem fails, thereby greatly improving the reliability of linkage and the safety of personnel evacuation in a fire environment.

Description

Technical Field

[0001] This application relates to the field of ship safety technology, and in particular to a fire alarm hierarchical collaborative control method and system for multi-system linkage on ships, and ship electronic equipment. Background Technology

[0002] As independent, enclosed spaces navigating at sea, the fire safety of ships is directly related to the lives of crew members, ship property, and the safety of the marine environment. Modern ships have complex structures, including multiple functional areas such as engine rooms, cargo holds, living quarters, and the bridge, and integrate several key subsystems such as ventilation and air conditioning, watertight doors, elevators, and fixed fire suppression systems (such as CO2, foam, and water sprinklers). Traditional ship fire alarm systems typically use a single linkage logic, meaning that once a fire alarm signal is detected, it simply shuts off the fans in the relevant areas of the ship, closes all watertight doors, or activates the shipwide alarm.

[0003] However, existing ship fire-fighting linkage control systems have many technical shortcomings: First, the lack of a graded response mechanism easily leads to "false alarms triggering full-scale action." For example, a minor overheating alarm in the engine room may trigger audible and visual alarms and power outages throughout the ship, causing panic among crew members and increasing the risk of loss of navigation control. Second, the lack of scientific timing control results in frequent conflicts between subsystem actions. For instance, failure to forcibly shut down ventilation fans or ensure personnel evacuation before activating fixed fire suppression systems (such as releasing CO2) can lead to extinguishing agent loss and even endanger personnel lives. Third, ships are prone to equipment failure or communication interruptions in adverse sea conditions. If a critical subsystem (such as a watertight door locking device) fails to operate, traditional systems often lack effective backup measures, making it easy for fire to spread rapidly through open passages and lose the opportunity to contain it. Finally, the lack of dynamic adaptability prevents the system from automatically adjusting its strategy based on real-time changes in the fire situation (such as engine room flashover).

[0004] Therefore, there is an urgent need for a collaborative control scheme for ship fire alarms that can adapt to the enclosed and complex environment of ships and has the capabilities of graded response, timing coordination, dynamic adjustment and fault tolerance. Summary of the Invention

[0005] This application mainly provides a fire alarm hierarchical collaborative control method and system for multi-system linkage on ships, as well as ship electronic equipment, to solve the technical problems of current ship fire-fighting linkage lacking hierarchical and timing coordination and poor fault tolerance.

[0006] To solve the above-mentioned technical problems, this application adopts the following technical solution: a hierarchical and coordinated fire alarm control method for multi-system linkage in ships. This hierarchical and coordinated fire alarm control method for multi-system linkage in ships includes: Upon receiving a fire alarm signal, the fire alarm is classified into multiple response levels based on the location of the fire source, the type of combustion, and the ship's area information carried by the fire alarm signal. A multi-system collaborative control strategy is generated based on the response level; According to the collaborative control strategy, action commands are sent to multiple subsystems in a preset timing sequence; The system collects execution feedback information from each subsystem in real time. If any subsystem fails to execute, the system automatically triggers backup linkage logic.

[0007] In some embodiments, the step of generating a multi-system collaborative control strategy based on the response level specifically includes: Retrieve a pre-stored strategy mapping table, which records the correspondence between response levels and action sets of each ship subsystem; Based on the current response level, the corresponding set of subsystem actions is extracted from the policy mapping table and combined to generate the collaborative control policy.

[0008] In some embodiments, the step of sending action instructions to multiple subsystems according to a preset timing sequence specifically includes: The execution priority of each subsystem action is determined based on the aforementioned collaborative control strategy; For high-priority actions, the corresponding action instructions are issued immediately; for low-priority actions, the corresponding action instructions are issued after a delay time is set, to ensure that high-priority actions are executed first and that there are no logical conflicts between actions.

[0009] In some embodiments, the action command includes: Send emergency landing commands to the ship's elevator system, cut-off or smoke exhaust commands to the ship's ventilation and air conditioning system, close or unlock commands to the watertight / fireproof door system, and activate commands to the fixed fire extinguishing system.

[0010] In some embodiments, the step of automatically triggering the backup linkage logic specifically includes: When a subsystem is determined to have failed, the category of the failed subsystem is identified. If the failed subsystem is the elevator system, a forced control command is sent to lock the elevator to the nearest safety deck or cut off its power supply. If the failed subsystem is a watertight / fireproof door system, a separate hydraulic or mechanical release signal is sent to forcibly close the compartment or release the escape route door lock.

[0011] In some embodiments, it also includes: During the execution of action commands by the subsystem, it continuously receives real-time data from the on-site sensors of the ship's fire alarm. If the fire situation changes abruptly based on the real-time data, the response level is dynamically updated, and the collaborative control strategy is regenerated.

[0012] In some embodiments, the step of determining that the fire has suddenly changed includes: Calculate the slope of change of real-time received ship fire alarm field sensor data within a set time window; If the slope of the change exceeds a preset mutation threshold, it is determined that a sudden change has occurred in the fire.

[0013] In some embodiments, before receiving a fire alarm signal, the method further includes: Simultaneously receive smoke concentration data and temperature data within the same monitoring area; The fire alarm signal is generated when both the rate of change in smoke concentration and the rate of change in temperature exceed the corresponding initial thresholds.

[0014] To address the aforementioned technical problems, another technical solution adopted in this application is to provide a fire alarm hierarchical collaborative control system for multi-system linkage on ships. This fire alarm hierarchical collaborative control system for multi-system linkage on ships is used to implement the aforementioned fire alarm hierarchical collaborative control method for multi-system linkage on ships, comprising: a signal receiving and hierarchical module for receiving fire alarm signals and classifying the fire alarm into multiple response levels based on the fire source location, combustion type, and ship area information carried by the fire alarm signals; a strategy generation module for generating multi-system collaborative control strategies according to the response levels; an execution control module for sending action commands to multiple subsystems according to the collaborative control strategies and a preset timing sequence; and a feedback monitoring and backup triggering module for collecting execution feedback information from each subsystem in real time, and automatically triggering backup linkage logic if any subsystem fails to execute.

[0015] To address the aforementioned technical problems, another technical solution adopted in this application is to provide a marine electronic device. This marine electronic device includes a processor and a memory, wherein a computer program is stored in the memory, and when executed by the processor, the computer program implements the aforementioned fire alarm hierarchical collaborative control method for multi-system linkage on ships.

[0016] The beneficial effects of this application are as follows: Unlike the prior art, the embodiments of this application generate a collaborative control strategy based on fire alarm levels, which enables precise response to different compartments of the ship (such as the engine room, cargo hold, and living quarters), avoiding navigational panic caused by false alarms; by sending action commands in a preset sequence, it ensures the scientific and orderly execution of fire prevention and extinguishing actions such as cutting off ventilation and closing watertight doors, eliminating logical conflicts; by introducing execution feedback and backup linkage logic, it provides a backup measure when a subsystem fails (such as when a watertight door is stuck), ensuring the stability of the ship and the safety of personnel passages; in addition, it has a dynamic update mechanism, which can adjust the strategy in real time according to the changes in the fire situation in key areas such as the engine room, making it highly adaptable to the closed and high-risk fire-fighting environment of the ship. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort, wherein: Figure 1 This is a flowchart illustrating an embodiment of the fire alarm hierarchical collaborative control method for multi-system linkage provided in this application; Figure 2 This is a structural block diagram of an embodiment of the fire alarm hierarchical collaborative control system for multi-system linkage provided in this application; Figure 3 This is a schematic diagram of the structure of an embodiment of the electronic device provided in this application. Detailed Implementation

[0018] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0019] The terms "first," "second," and "third" used in the embodiments of this application are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first," "second," or "third" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products, or devices.

[0020] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0021] To address the shortcomings of existing ship fire-fighting linkage technologies, such as lack of hierarchical and temporal coordination, poor fault tolerance, and difficulty in adapting to harsh maritime conditions, this application provides a hierarchical collaborative control scheme for fire alarms involving multiple ship systems. Based on the relevant requirements of the International Convention for the Safety of Life at Sea (SOLAS) and combined with modern ship automation technology, this scheme generates control strategies hierarchically after a fire alarm is triggered, operates according to a preset timing sequence, and incorporates feedback and backup logic, achieving efficient, safe, and maritime-compliant linkage control.

[0022] Example 1 See Figure 1 , Figure 1 This is a flowchart illustrating an embodiment of the hierarchical and coordinated fire alarm control method for multi-system linkage on ships provided in this application. The method provided in this embodiment can be executed by the central control unit of the Integrated Platform Management System (IPMS), the main controller of the Fire Alarm System (FAS), or an independent fire alarm control station in the Ship Safety Management System (SMS). The control method specifically includes: S10: Receive fire alarm signals and classify the fire alarm into multiple response levels based on the fire source location, combustion type, and ship area information carried by the fire alarm signal.

[0023] As a closed and complex system moving at sea, a ship's internal environment is characterized by high salt spray, high humidity, strong vibration, and a high density of equipment. The impact of a fire in different areas on the overall safety of the ship varies greatly. For example, the engine room contains core power sources such as the main engine and generator sets, and stores large amounts of fuel; a fire in this area can easily lead to an explosion or paralyze the entire ship. While crew quarters are densely populated, the source of fire is usually relatively singular. Traditional, one-size-fits-all coordination not only wastes resources but can also cause panic throughout the ship due to small-scale false alarms, or even lead to loss of power due to operational errors.

[0024] This embodiment first acquires fire alarm signals through detectors deployed throughout the ship. These sensing devices include, but are not limited to, smoke detectors, heat detectors, flame detectors, combination detectors, and gas detectors.

[0025] For example, smoke detectors or heat detectors are used for routine monitoring of cabins and corridors; linear beam smoke detectors are used for monitoring the top of the cabin and large spaces in the cargo hold; flame detectors are used specifically for monitoring open flames near oil tanks and power plants; and aspirating smoke detectors are used in areas with high sensitivity requirements, such as the engine room control room and the bridge.

[0026] When an anomaly is detected, the detector reports a fire alarm signal to the central control equipment via the ship's fieldbus network (such as CANopen, Modbus TCP, or Profibus DP, conforming to the IEC 61162-450 standard). Upon receiving the message, the control equipment first performs protocol parsing to extract key metadata from the payload.

[0027] The location of the fire source is determined based on the ship's digital electronic chart (ECDIS) data or 3D model. The physical address of the detector contained in the fire alarm signal is mapped to specific ship area information, such as "smoke detector No. 01 on the port side of the lower engine room". This information includes not only the compartment name, but also the ship's structural characteristics, such as the watertight compartment number, the deck level (such as the main deck, superstructure deck), and whether it is located in the ship's critical power area (engine room, boiler room) or densely populated area (living quarters, mess hall).

[0028] The identification of combustion types relies on multi-sensor data fusion and pattern recognition technology. The marine environment is complex, and relying solely on smoke alarms is easily affected by oil fumes and dust. This embodiment comprehensively analyzes the following data: smoke concentration and its growth rate, temperature and its rise slope, spectral characteristics, and gas composition. The spectral characteristics are the ratio of infrared to ultraviolet radiation intensity returned by the flame detector, and the gas composition is used to assist in determining whether it is a chemical fire or an electrical fire.

[0029] The control equipment analyzes multi-dimensional data in the fire alarm signal, such as smoke concentration change curves, temperature rise slopes, and flame detector output spectra, and calls the built-in combustion type classification model to determine the combustion type, which is mainly divided into smoldering and open flame. The combustion type classification model can be an expert system based on a rule base, or a pre-trained machine learning model, such as a support vector machine (SVM) or a neural network.

[0030] Accurately identifying the type of fire helps in selecting the most effective extinguishing medium and coordinated strategies.

[0031] After comprehensively analyzing the location of the fire source, the type of combustion, and the ship's area information, the control equipment performs a multi-dimensional fusion analysis and classifies the fire alarm into the following response levels: Level 1: Localized early warning level.

[0032] Judgment criteria: The fire source is located in a single, independent watertight compartment or chamber, and the combustion type is determined to be smoldering, with no obvious open flame characteristics detected, and the area does not contain a large quantity of flammable or explosive materials.

[0033] Scenario Description: This level typically corresponds to initial fires such as cigarette butts igniting trash cans while crew members are resting, or localized overheating of electrical equipment. At this stage, the fire has not yet damaged the bulkhead structure and poses no threat to the overall stability and buoyancy of the ship; it is limited to a decrease in air quality in localized compartments.

[0034] At this level, the system only triggers audible and visual alarms in the compartment and its adjacent limited areas, dispatching crew members to manually confirm the alarms, thus avoiding main engine shutdown or power outages due to false alarms and ensuring the stability of the ship's navigation.

[0035] Level 2: Regional Collaboration Level.

[0036] Judgment criteria: The fire source crosses an adjacent watertight compartment, for example, the fire has penetrated the cable penetrations on the bulkhead and spread to the adjacent compartment, or the smoke has spread due to the fire door not being closed; or the type of combustion is clearly identified as an open flame, such as an infrared detector capturing a specific flame flashing frequency.

[0037] Scenario Description: This level indicates that the fire has been established and has breached physical defenses, beginning to spread, or is itself a violent open flame. For example, an oil leak and fire has occurred in the fuel distributor compartment of the engine room, and the smoke has entered the main engine room passageway.

[0038] At this level, the system must immediately activate the automated fire prevention and extinguishing facilities in the area, cut off the accelerant, and establish a local firebreak to prevent the fire from spreading further to the entire ship.

[0039] Level 3: Shipwide emergency response level.

[0040] Judgment criteria: The fire source is located in a critical area of ​​the ship, such as the engine room, vertical shafts of the ship's living quarters, or the bridge; or the real-time calculated fire spread rate exceeds the preset high-risk threshold, such as the engine room temperature rising by more than 50°C per minute, indicating that a flashover or fuel tank explosion is imminent.

[0041] Scenario Description: This level represents the highest risk, involving loss of ship power, a large number of people trapped, or a threat to the structural integrity of the hull. For example, a high-pressure fuel line in the main engine might rupture and catch fire, directly threatening the ship's power supply.

[0042] At this level, the system is no longer limited to a local area, but immediately takes over the entire ship's fire protection and power systems, cuts off unnecessary loads, activates the ship's alarm broadcast, and may even enter the abandonment procedure preparation phase.

[0043] Through the refined grading of the S10 steps described above, the system completely abandons the traditional one-size-fits-all alarm mode. This grading mechanism based on multi-dimensional parameters enables subsequent linkage actions to be precisely matched with the actual fire scale, avoiding the waste of resources and unnecessary panic caused by making a big fuss over a small fire, while ensuring swift and decisive action in the event of a large fire, embodying the concept of intelligent fire protection that responds on demand.

[0044] Furthermore, in order to further improve the accuracy of the alarm and prevent false alarms caused by environmental interference from triggering large-scale linkages before receiving the fire alarm signal, this embodiment also introduces a fire alarm pre-confirmation step.

[0045] Specifically, the system synchronously receives smoke concentration and temperature data from the same monitoring area. Instead of simply comparing absolute values ​​to see if they exceed thresholds, the system calculates the rate of change in smoke concentration and the rate of change in temperature. Only when both rates of change exceed their corresponding initial thresholds—for example, when the smoke concentration increases by more than 5% OBS / m³ per minute and the temperature rises by more than 2°C per minute—is it comprehensively determined to be a genuine initial fire characteristic, thereby generating a fire alarm signal and proceeding to step S10.

[0046] For example, the startup of high-power equipment in the cabin may instantly generate a large number of particles, causing an increase in smoke concentration, but the temperature usually does not rise sharply; conversely, the cabin ambient temperature changes slowly with the seasons, but does not suddenly spike. Only combustion of flames is accompanied by both intense heat release and particulate matter release.

[0047] By utilizing a dual-parameter rate of change discrimination mechanism, false fire alarms caused by single environmental factors are effectively filtered out, ensuring the accuracy of subsequent classification and linkage actions. This avoids serious accidents such as cabin temperature overheating alarms and power outages due to false alarms cutting off ventilation, or personnel asphyxiation caused by false alarms initiating CO2 release.

[0048] S20: Generate multi-system collaborative control strategies based on response levels.

[0049] After determining the fire alarm response level, the system needs to quickly develop a coordinated control strategy for multiple subsystems. Modern ships have numerous fire-related subsystems, including ventilation and air conditioning systems, watertight and fireproof door systems, elevator systems, and fire suppression systems. The ventilation and air conditioning system is responsible for air conditioning and supply to each compartment and must be shut off promptly during a fire to prevent combustion and smoke spread. The watertight and fireproof door system is used to maintain the integrity of the ship and prevent water or smoke from entering other compartments. The elevator system is used for the transportation of personnel and materials. Fire suppression systems include CO2 systems, high-expansion foam systems, and pressurized water mist systems.

[0050] There are strong logical couplings between the above subsystems. For example, before activating the CO2 system for fire suppression, it is essential to ensure that all fans are stopped and dampers are closed; otherwise, the CO2 will be rapidly drawn away, and due to the extremely asphyxiating nature of CO2, personnel evacuation must be ensured. Furthermore, the arbitrary closing of watertight doors in windy and turbulent weather may cause ship balance problems.

[0051] Therefore, this embodiment adopts a fast table lookup mechanism based on a policy mapping table to achieve efficient and error-free policy generation.

[0052] Specifically, the non-volatile storage media (Flash, SSD) of the control equipment contains a pre-installed strategy mapping table for this particular ship type. This mapping table is compiled based on the provisions of Chapter II-2 of the SOLAS Convention regarding fire protection systems and the shipowner's individual management requirements.

[0053] The mapping table adopts a multi-level index structure. The primary index is "response level", and the secondary index can contain "ship operating conditions". Ship operating conditions include, for example, sailing, berthing, and docking. The table body is a set of structured subsystem actions.

[0054] Each action set contains multiple specific linkage instruction records. Each record not only specifies the type of action to perform, but also implies the timing of when to perform it.

[0055] For example, for "regional linkage level", the corresponding set of subsystem actions in the strategy mapping table may include: 1. Ventilation system: Cut off mechanical air intake and exhaust to the fire area and its adjacent compartments, stop the central air conditioning to supply air to the area, but retain emergency air supply to the bridge and escape routes.

[0056] 2. Watertight door / fireproof door system: Instructs the A-60 fireproof doors at the perimeter of the fire area to close (if remote control fails, prepare to trigger backup logic), and in order to ensure escape, instructs the fireproof doors leading to the assembly station to unlock (if they are normally closed).

[0057] 3. Elevator System: Immediately lower the elevator to a designated safe deck (such as a boat deck) and lock the car door to prevent personnel from accidentally entering.

[0058] 4. Fixed fire suppression system: For cabin fires, pre-activate the CO2 delayed release procedure (usually delayed for 60 to 90 seconds) and open the corresponding area release valves.

[0059] Based on the response level determined in S101, the system extracts the corresponding set of subsystem actions from the mapping table. Subsequently, the strategy generation module combines the current real-time status of the ship (such as rudder angle, main engine speed, and current status of watertight doors) to perform conflict detection and fine-tuning on these actions, and finally combines them to generate a complete and executable multi-system collaborative control strategy object.

[0060] By utilizing pre-defined mapping tables, complex on-site decisions are transformed into millisecond-level database query operations. This not only ensures the speed of strategy output but, more importantly, ensures that the strategy strictly complies with international maritime regulations, avoiding oversights or violations in emergency situations caused by human decision-making.

[0061] S30: Based on the collaborative control strategy, send action commands to multiple subsystems according to a preset timing sequence.

[0062] After generating the coordinated control strategy, the system enters the command issuance phase. If all commands are issued simultaneously, such as activating the sprinkler system before the exhaust fan starts, or releasing CO2 before personnel have evacuated, it will lead to catastrophic consequences.

[0063] Therefore, this embodiment introduces a control mechanism with preset timing.

[0064] Specifically, the execution control module traverses all actions in the collaborative control strategy and assigns a priority to each action according to the preset security logic tree: P0 level (highest priority): Actions that directly block the spread of fire or ensure the safety of personnel's life-saving passage, including: shutting off the cabin fan, closing the fire door, and stopping the relevant oil pump.

[0065] Level P1 (second highest priority): Actions to assist in fire fighting and prevent secondary disasters, including: cutting off non-fire-fighting power, starting fire pumps, and turning on water sprinklers.

[0066] Level P2 (low priority): Shipwide announcements and logistical support actions, including: broadcasting alarms to the entire ship, sending SOS signals to satellite terminals, and recording black box data.

[0067] For P0 level actions, the execution control module immediately places the instruction at the head of the sending queue and sends it directly without delay. For P2 level actions, the execution control module does not send them immediately, but instead places them in a delayed sending queue and sets a delay time for each action. When the timer reaches the set delay time, the instruction is then retrieved from the queue and sent.

[0068] Specifically, the action commands include: sending a forced landing command to the elevator system, sending a shut-off or smoke extraction command to the ventilation and air conditioning system, sending a closing or unlocking command to the watertight door / fire door system, and sending an activation command to the fixed fire extinguishing system. Sending a forced landing command to the elevator system includes the target deck number and the car door control mode (normally open / normally closed); sending a shut-off or smoke extraction command to the ventilation and air conditioning system can control the fan contactor to disconnect or adjust the opening of the air valve; sending a closing or unlocking command to the watertight door / fire door system can control the hydraulic motor to drive the watertight door to close or control the electromagnetic lock to open; sending an activation command to the fixed fire extinguishing system can open the extinguishing agent storage cylinder valve, area selection valve, etc.

[0069] By introducing priority-based preset timing control, this embodiment completely solves the pain point of concurrent conflicts in traditional linkage systems. It makes multi-system collaboration no longer a simple parallel operation, but a hierarchical collaborative control strategy with an inherent logical order, which greatly ensures the scientific nature, effectiveness and safety of fire-fighting actions and prevents derivative disasters caused by improper system actions.

[0070] To further refine control and avoid logical conflicts caused by the mechanical inertia of the equipment, this embodiment uses a dynamic calculation method for the delay time of low-priority actions.

[0071] Specifically, the steps for issuing the corresponding action command after setting a delay time include: obtaining the historical average startup time of the subsystem to which the low-priority action belongs; and multiplying the historical average startup time by a safety factor to obtain the delay time.

[0072] The system maintains response time logs for each critical device (such as fans, fire doors, and pumps) in memory. For example, for a certain model of large nacelle intake fan, the inertial decay time from power failure to the blades completely stopping is 8 seconds, while the historical average time is 8.2 seconds. For safety reasons, a safety factor of 1.2 is set.

[0073] If the P0 level action is "shut down the fan", and the P1 level action is "start the nacelle water spray", the system calculates a spray delay of 8.2 seconds × 1.2 ≈ 9.8 seconds. That is, after the command is issued, the system will delay for 9.8 seconds before sending the spray start command.

[0074] This dynamic delay based on the actual physical characteristics of the equipment ensures that the extinguishing agent or water mist only intervenes after the fan has truly stopped and the damper has truly closed. This avoids both the fan motor burning out or the water mist being blown away by the high-speed airflow due to premature water spraying and delays caused by excessively long fixed times, perfectly adapting to changes in operating conditions after the aging of ship equipment or model replacement.

[0075] Furthermore, considering the increasing cybersecurity risks on ships, this embodiment enforces security verification before issuing commands. Security verification is performed on the action commands, including command signature verification and target subsystem address verification; after successful verification, the action commands are encrypted and sent.

[0076] Specifically, the system uses a pre-set private key to digitally sign the instruction payload and encrypts the instruction content using the AES-256 algorithm. Upon receiving the instruction, the target subsystem first verifies the legitimacy of the signature source and checks whether the target address in the instruction matches its own hardware address; this effectively prevents hackers from injecting fake instructions via satellite links or wireless networks.

[0077] If the security verification fails, the action command is discarded and a verification failure log is generated; if two consecutive action commands generated for the same subsystem fail verification, a communication link failure alarm is issued.

[0078] Specifically, the execution control module maintains a temporary instruction buffer. For instructions that fail verification, the system does not immediately destroy them; instead, it records their anomaly characteristics in the system security log and marks them as discarded. The security log uses a circular overwrite mechanism, but it must ensure that at least 30 days of audit logs are retained for future investigations.

[0079] More importantly, the system introduces a consecutive failure threshold. Since shipboard networks may experience momentary jitter or electromagnetic interference, a single verification failure may be an isolated event. The system sets a counter; when two consecutive verifications of the same target subsystem fail, the system will determine that the communication link has a serious hardware fault or has been subjected to a sustained man-in-the-middle attack. At this point, the execution control module immediately triggers the highest-level system alarm—the communication link failure alarm. This alarm is not only displayed on the alarm panels of the bridge and fire control station, but also triggers buzzers and warning lights, prompting the engineer to go to the site for manual intervention or switch to manual control mode.

[0080] This fault-tolerant mechanism of single-discard and continuous alarm avoids false alarms caused by momentary interference and can keenly identify continuous serious faults or attacks, ensuring the high availability and security of ship communication links in dangerous environments and preventing catastrophic consequences caused by system failure.

[0081] S40: Collects execution feedback information from each subsystem in real time. If a subsystem fails to execute, it automatically triggers backup linkage logic.

[0082] Ships sail long distances in harsh sea conditions, where high salt spray, high humidity, continuous vibration, and swaying pose severe challenges to equipment lifespan and reliability. As a critical facility, the fire protection system's failure could have catastrophic consequences.

[0083] While the execution control module issues action commands, the feedback monitoring and backup triggering modules are activated. Each action command is associated with an independent software timer or hardware watchdog. The duration of the timer is the feedback waiting timeout. This timeout is not arbitrarily set, but is calculated based on the type of command, the physical characteristics of the target device, and the network round-trip latency.

[0084] For example, the timeout for sending a closing command to a watertight door is set to 30 seconds, taking into account the oil filling time of the hydraulic pump for a large watertight door, while the timeout for sending a start command to an audible and visual alarm may only be 2 seconds.

[0085] If no feedback information is received from a subsystem within the timeout period, the subsystem is considered to have failed. Feedback information typically includes two states: successful action and failed action. It may also include intermediate states such as "action in progress" or "limit switch not closed." Failure is also determined if the system receives no ACK packet, receives a NACK packet, or receives a status error message.

[0086] Once a subsystem is determined to have failed, the system immediately enters disaster recovery mode and automatically triggers backup linkage logic.

[0087] Specifically, the backup linkage logic has specific emergency strategies for different subsystems: Scenario 1: If the failed subsystem is the elevator system.

[0088] In ship fires, elevator shafts often become conduits for the chimney effect, making it extremely easy for fire to spread rapidly to the upper floors. If an elevator fails to make an emergency landing, for example, due to a stuck steel cable, a burnt-out motor, or a malfunctioning control cabinet, the elevator car may accidentally enter if it remains on a floor not on fire; if it remains on a floor on fire, the people inside the car will face direct danger to their lives.

[0089] At this point, the system sends a forced control command to lock the elevator at the nearest safety deck or cut off its power supply. Specifically, the system's backup trigger module directly controls the contactor or circuit breaker coil of the elevator's main circuit via an independent digital output channel. This circuit is a hard-wired connection and does not pass through any network switch or PLC logic layer. After the command is issued, the elevator's brake device is immediately energized and engages, cutting off the motor power supply and preventing the elevator from accidentally slipping or running due to gravity or inertia.

[0090] By cutting off the power supply via hard wire, the elevator was ensured to remain stationary in the event of control failure, thus avoiding secondary threats to people from elevators moving erratically during a fire, and also providing firefighters with a relatively stable rescue platform.

[0091] Scenario 2: If the failed subsystem is a watertight door / fireproof door system.

[0092] Watertight doors are the lifeline for a ship's survival; their closure directly affects the ship's stability and unsinkability. Fire doors are the last line of defense against smoke and ensure the escape of personnel. In a fire, if a watertight door fails to close properly due to a ruptured hydraulic line, pump malfunction, or a stuck solenoid valve, the consequences can be catastrophic.

[0093] At this point, the system sends an independent hydraulic or mechanical release signal to forcibly close the compartment or release the escape route door lock.

[0094] For watertight doors, the backup logic typically includes a separate accumulator circuit. When the main hydraulic pump fails, the system triggers a solenoid valve, using high-pressure nitrogen stored in a high-pressure cylinder or accumulator to drive the hydraulic cylinder, forcibly pushing the watertight door to the closed position. Alternatively, in the event of a software-level failure, a local "local door closing" hardwired circuit is activated, using local power to drive the backup motor.

[0095] For fire doors, especially normally closed fire doors, the electromagnetic lock is normally kept closed for ventilation by being energized. In case of fire, it should be de-energized and unlocked to allow people to escape. If the feedback indicates that the door lock has not been released, the system will send a high-level pulse to the auxiliary trip coil to physically cut off the latch mechanism and achieve mechanical unlocking. For fire doors that need to be closed, if no feedback is received that the door is in place, the system will trigger the independent spring energy release device inside the fire door, using mechanical energy to eject the door panel and close it.

[0096] By introducing backup measures such as hydraulic energy storage, high-pressure gas drive, and purely mechanical spring release, a physical defense line is constructed for the system in the event of complete electrical control failure. This conforms to the fail-safe design principles in the SOLAS Convention, ensuring that the ship can still maintain its stability and the openness of personnel passage through physical mechanisms in extreme conditions of power loss or loss of control signals.

[0097] Ship cabins are relatively enclosed spaces containing large amounts of flammable liquids. Once a fire breaks out, flashback or ignition is highly likely, and the fire can quickly escalate from a small blaze into a catastrophic conflagration. If the control system adheres to an initial, localized warning strategy, it will be caught off guard.

[0098] This embodiment endows the system with dynamic battlefield situational awareness and adaptive adjustment capabilities, specifically including: continuously receiving real-time data from fire scene sensors during the execution of action commands by the subsystem; if it is determined from the real-time data that a sudden change in the fire situation has occurred, the response level is dynamically updated and a collaborative control strategy is regenerated.

[0099] After issuing commands, the system does not sever data connections with front-end detectors, but instead continuously polls or subscribes to real-time data streams from detectors in the fire area and surrounding areas. The steps for determining a sudden change in fire intensity specifically include: calculating the slope of change in the real-time received data from ship fire alarm sensors within a set time window; if the slope exceeds a preset threshold for sudden change, a sudden change in fire intensity is determined.

[0100] Specifically, the system maintains a sliding time window, for example, the first 5 seconds. Within this window, linear regression analysis is performed on temperature T(t) and smoke concentration S(t), or the average of their first derivatives is calculated to determine their rate of change. The slope of a normally spreading fire is typically within a relatively flat range; however, during flashover, temperature and smoke concentration rise exponentially in a very short time, with a slope far exceeding that of a normal spread curve.

[0101] Assuming the cabin temperature is 120°C at time t1, which is at the zone linkage level; but at time t1+5 seconds, the temperature jumps to 180°C, the calculated temperature change slope is k = (180-120) / 5 = 12°C / s. If the preset temperature change threshold k_th is set to 5°C / s, then k>k_th, and the system immediately determines that a sudden change in fire intensity has occurred. This sudden change usually indicates a fuel line rupture, a fuel tank rupture, or an explosive combustion.

[0102] If a sudden change in the fire situation is determined based on real-time data, the response level will be dynamically updated and a new collaborative control strategy will be generated.

[0103] If the system forcibly upgrades the current "Regional Linkage Level" to "Shipwide Emergency Level," the strategy generation module will immediately interrupt or suspend its original low-priority tasks and retrieve the shipwide emergency strategy mapping table again. The new strategy may include: stopping the main engine, inducing the ship to drift to reduce vibration and wind effects; closing all watertight doors and sealing all compartments; activating the shipwide general emergency alarm; releasing the engine room fixed CO2 fire suppression system; and cutting off all non-critical power supplies except for emergency lighting and navigation equipment.

[0104] This dynamic adaptive mechanism endows the fire protection system with crisis response capabilities similar to those of a human commander. It does not rely on initial judgments but rather captures the turning point in the development of the fire based on drastic changes in real-time physical data. Through millisecond-level escalation and strategy reconstruction, the system can automatically add the highest level of suppression measures during the golden window before flashover occurs, preventing the fire from getting out of control and saving the lives of ships and crew to the greatest extent possible.

[0105] Example 2 See Figure 2 , Figure 2This is a structural block diagram of an embodiment of a fire alarm hierarchical collaborative control system for multi-system linkage provided in this application. Based on the same inventive concept as Embodiment 1, this embodiment provides a fire alarm hierarchical collaborative control system 100 for multi-system linkage on ships. This system is used to implement the fire alarm hierarchical collaborative control method for multi-system linkage as described above. This system can be integrated into the distributed control unit (DCU) of the ship's integrated platform management system (IPMS), or it can be deployed as an independent high-reliability safety instrumented system (SIS). The system includes: a signal receiving and hierarchical module, a strategy generation module, an execution control module, and a feedback monitoring and backup triggering module.

[0106] The system includes a signal receiving and classification module 110, a strategy generation module 120, an execution control module 130, and a feedback monitoring and backup triggering module 140. The signal receiving and classification module 110 receives fire alarm signals and classifies them into multiple response levels based on the fire source location, combustion type, and ship area information carried by the fire alarm signal. The strategy generation module 120 generates multi-system collaborative control strategies based on the response levels. The execution control module 130 sends action commands to multiple subsystems according to a preset timing sequence based on the collaborative control strategy. The feedback monitoring and backup triggering module 140 collects execution feedback information from each subsystem in real time; if a subsystem fails to execute, it automatically triggers backup linkage logic.

[0107] Example 3 This embodiment provides a marine electronic device 200, see reference. Figure 3 , Figure 3 This is a schematic diagram of an embodiment of the ship electronic equipment provided in this application. The ship electronic equipment 200 includes a processor 210 and a memory 220. The memory 220 stores a computer program. When the computer program is executed by the processor 210, it implements the fire alarm hierarchical collaborative control method for multi-system linkage of ships as described in Embodiment 1.

[0108] Unlike existing technologies, this application's embodiments utilize a fire alarm classification-based collaborative control strategy to achieve precise responses to different compartments on the ship (such as the engine room, cargo hold, and living quarters), avoiding navigational panic caused by false alarms. By sending action commands in a preset sequence, it ensures the scientific and orderly execution of fire prevention and extinguishing actions such as cutting off ventilation and closing watertight doors, eliminating logical conflicts. The introduction of execution feedback and backup linkage logic provides a safety net in case of subsystem failure (such as watertight doors jamming), ensuring the stability of the ship and the safety of personnel passageways. Furthermore, it has a dynamic update mechanism that can adjust the strategy in real time according to changes in the fire situation in key areas such as the engine room, making it highly adaptable to the enclosed and high-risk fire-fighting environment of ships.

[0109] The above description is merely an embodiment of this application and does not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A hierarchical and coordinated fire alarm control method for multi-system linkage in ships, characterized in that, include: Upon receiving a fire alarm signal, the fire alarm is classified into multiple response levels based on the location of the fire source, the type of combustion, and the ship's area information carried by the fire alarm signal. A multi-system collaborative control strategy is generated based on the response level; According to the collaborative control strategy, action commands are sent to multiple subsystems in a preset timing sequence; The system collects execution feedback information from each subsystem in real time. If a subsystem fails to execute, the system automatically triggers backup linkage logic.

2. The method according to claim 1, characterized in that, The step of generating a multi-system collaborative control strategy based on the response level specifically includes: Retrieve a pre-stored strategy mapping table, which records the correspondence between response levels and action sets of each ship subsystem; Based on the current response level, the corresponding set of subsystem actions is extracted from the policy mapping table and combined to generate the collaborative control policy.

3. The method according to claim 1, characterized in that, The step of sending action commands to multiple subsystems according to a preset timing sequence specifically includes: The execution priority of each subsystem action is determined based on the aforementioned collaborative control strategy; For high-priority actions, the corresponding action instructions are issued immediately; for low-priority actions, the corresponding action instructions are issued after a delay time is set, to ensure that high-priority actions are executed first and that there are no logical conflicts between actions.

4. The method according to claim 3, characterized in that, The action instructions include: Send emergency landing commands to the ship's elevator system, cut-off or smoke extraction commands to the ship's ventilation and air conditioning system, close or unlock commands to the watertight / fireproof door system, and activate commands to the fixed fire extinguishing system.

5. The method according to claim 1, characterized in that, The steps for automatically triggering the backup linkage logic specifically include: When a subsystem is determined to have failed, the category of the failed subsystem is identified. If the failed subsystem is the elevator system, a forced control command is sent to lock the elevator to the nearest safety deck or cut off its power supply. If the failed subsystem is a watertight / fireproof door system, a separate hydraulic or mechanical release signal is sent to forcibly close the compartment or release the escape route door lock.

6. The method according to claim 1, characterized in that, Also includes: During the execution of action commands by the subsystem, it continuously receives real-time data from the sensors at the ship's fire scene; If the fire situation changes abruptly based on the real-time data, the response level is dynamically updated, and the collaborative control strategy is regenerated.

7. The method according to claim 6, characterized in that, The steps for determining a sudden change in fire intensity specifically include: Calculate the slope of change of real-time received ship fire alarm field sensor data within a set time window; If the slope of the change exceeds a preset mutation threshold, it is determined that a sudden change has occurred in the fire.

8. The method according to claim 1, characterized in that, Before receiving a fire alarm signal, it also includes: Simultaneously receive smoke concentration data and temperature data within the same monitoring area; The fire alarm signal is generated when both the rate of change in smoke concentration and the rate of change in temperature exceed the corresponding initial thresholds.

9. A hierarchical and coordinated fire alarm control system for multi-system linkage in ships, characterized in that, The fire alarm hierarchical collaborative control method for implementing the multi-system linkage of ships as described in any one of claims 1 to 8 includes: The signal receiving and classification module is used to receive fire alarm signals and classify the fire alarm into multiple response levels based on the fire source location, combustion type and ship area information carried by the fire alarm signal. The strategy generation module is used to generate a multi-system collaborative control strategy based on the response level; The execution control module is used to send action commands to multiple subsystems according to the collaborative control strategy and a preset timing sequence. The feedback monitoring and backup triggering module is used to collect execution feedback information from each of the subsystems in real time. If a subsystem fails to execute, the backup linkage logic is automatically triggered.

10. A marine electronic device, characterized in that, It includes a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the fire alarm hierarchical collaborative control method for multi-system linkage of ships as described in any one of claims 1 to 8.

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