Indication system for individual compartments and central control system

Abstract

The application discloses an indicating system for a single cabin and a central control system. The indicating system for the single cabin comprises a first indicating device arranged outside a cabin door, and the first indicating device comprises a first identification module, a detection module and a first light-emitting module. When the indicating system is running, the first identification module is adapted to identify a first identification object, and sends a first conversion signal to the first light-emitting module after successful identification, so that the first light-emitting module emits a light signal of a first color; and the detection module is adapted to detect the state of the cabin door, and sends a second conversion signal to the first light-emitting module when it is detected that the cabin door is converted from a closed state to an open state, so that the first light-emitting module emits a light signal of a second color. In this way, the situation of missed inspection caused by passengers returning to the room can be effectively avoided, the accuracy of investigation in an emergency situation is significantly improved, and the risk of personnel being trapped is reduced.

Description

Technical Field

[0001] This application relates to the field of marine safety technology, and more particularly to an indication system and a central control system for a single compartment. Background Technology

[0002] In the current ship safety management system, when an emergency occurs on a ship, such as a fire or power outage, staff (such as crew members) usually need to check all cabins one by one to confirm whether there are still passengers remaining in each cabin and instruct them to evacuate immediately.

[0003] Current technologies generally employ manual marking methods, such as affixing magnetic tags to cabin doors or hanging marker cards on door handles after an inspection to indicate that the cabin has been inspected. While this method is simple and inexpensive, it has significant shortcomings. Because the markings only reflect the actions of the inspectors and cannot dynamically reflect the real-time status of the cabin, the markings do not change once passengers return to the cabin after inspection. This can lead inspectors to mistakenly believe that the cabin is still in an "inspected, unoccupied" state. For large passenger ships with numerous cabins, such misjudgments can have serious consequences in emergencies, such as passengers being left behind, stranded, or even facing life-threatening situations.

[0004] Therefore, there is an urgent need for an improved solution that can reflect the cabin status in real time and avoid missed detections during the evacuation process. Utility Model Content

[0005] In view of this, this application discloses an instruction system and a central control system for a single cabin, which effectively avoids missed checks caused by passengers returning to their rooms, significantly improves the accuracy of investigation in emergency situations, and reduces the risk of people being trapped.

[0006] In a first aspect, this application discloses an indication system for a single compartment, comprising: a first indication device disposed on the outside of the compartment door, the first indication device including a first identification module, a detection module and a first light-emitting module; when the indication system is in operation: the first identification module is adapted to identify a first identification object, and after successful identification, sends a first conversion signal to the first light-emitting module to cause the first light-emitting module to emit a light signal of a first color; and the detection module is adapted to detect the state of the compartment door, and when it detects that the compartment door has changed from a closed state to an open state, sends a second conversion signal to the first light-emitting module to cause the first light-emitting module to emit a light signal of a second color.

[0007] Optionally, the first color is green, used to indicate to the inspectors that the corresponding compartment has been inspected; the second color is red, used to indicate to the inspectors that the corresponding compartment needs to be inspected.

[0008] Optionally, the cabin door includes a second identification module, which is adapted to identify a second object and, upon successful identification, changes the cabin door from a closed state to an open state; wherein, the first identification module cannot identify the second object.

[0009] Optionally, the first identification module includes a radio frequency identification (RFID) circuit, and the first identification object includes an RFID chip that is matched with the RFID circuit.

[0010] Optionally, the indication system for a single compartment further includes: a second indication device disposed on the inside of the compartment door, the second indication device including a second light-emitting module; when the indication system is in operation: the second light-emitting module emits a light signal of a third color to indicate the position of the compartment door from the perspective of the inside of the compartment.

[0011] Optionally, the indication system for a single compartment also includes a connection path for connecting the indication system to the ship's uninterruptible power supply; when the indication system is in operation: the uninterruptible power supply supplies power to the first indication device and the second indication device.

[0012] Alternatively, the third color can be a combination of red and white.

[0013] Optionally, the detection module includes a Hall element, which determines the state of the cabin door by detecting changes in the magnetic field of the target area, and sends a second conversion signal to the first light-emitting module when it is determined that the cabin door has changed from a closed state to an open state.

[0014] Optionally, the first indicator device further includes a communication interface for transmitting status information of the first indicator device to the outside, the status information including the color of the light signal emitted by the first light-emitting module.

[0015] Secondly, this application discloses a central control system that is connected to several indication systems for a single compartment as disclosed in the first aspect above. The central control system includes a data transmission module and a display module. The data transmission module obtains the status information of the corresponding first indication device through several communication interfaces and transmits the status information to the display module. The display module receives the status information and highlights the first indication device whose status information is a second color.

[0016] In summary, the indication system and central control system for a single compartment disclosed in this application have at least the following beneficial effects:

[0017] (1) The indication system of this application can switch the indicator light outside the door to a first color through the first identification module after the cabin inspection is completed, so as to clearly indicate the "inspected" status. When the passenger subsequently re-enters the cabin, causing the cabin door to change from closed to open, the detection module will automatically trigger the indicator light to change to a second color, so that the inspectors can see the abnormal status intuitively when passing through the passage, and thus promptly re-inspect the cabin. This method effectively avoids the omission of inspection due to passengers returning to the room, significantly improves the accuracy of investigation in emergency situations, and reduces the risk of people being trapped.

[0018] (2) This application distinguishes between a first identification object and a second identification object, ensuring that the first identification module can only recognize the first identification object specifically used by inspection personnel, and cannot recognize the second identification object used by passengers. In this way, only after the inspection is completed can the inspection personnel change the color of the door indicator light using their dedicated identification object; passengers cannot interfere with the inspection status themselves. This mechanism ensures the uniqueness and reliability of the indicator light status, avoids misleading passengers due to accidental or malicious operation, and further improves the reliability of emergency evacuation management.

[0019] (3) This application installs a second indicator device inside the cabin, which continuously emits a third-color light signal to indicate the location of the cabin door through a second light-emitting module. Especially in environments with power outages, dense smoke, or low visibility, it can still provide clear escape direction guidance for the people inside the cabin. In conjunction with the ship's emergency uninterruptible power supply, it can ensure that the cabin indicator lights remain operational in the event of a main power failure, enabling passengers to locate the cabin door at the first moment, improving escape efficiency, and significantly enhancing the safety of the cabin in extreme situations.

[0020] (4) The indication system of this application can operate independently in a single compartment or be connected to the central control system via a communication interface to achieve centralized status management of multiple compartments throughout the ship. In centralized mode, the central control system can receive the status information of the indication devices in each compartment in real time and highlight the compartments indicated by the second color, so that the captain or safety management personnel can quickly grasp which compartments need to be re-inspected, thereby more efficiently allocating personnel to perform inspection tasks. This centralized management method greatly improves the overall evacuation command efficiency and is suitable for the overall safety management needs of large ships. Attached Figure Description

[0021] The accompanying drawings used in the description of the embodiments of this application are briefly introduced below.

[0022] Figure 1 This is a schematic diagram of the internal structure of a first indicating device provided in an embodiment of this application.

[0023] Figure 2 This is a schematic diagram of the structure of a central control system provided in an embodiment of this application.

[0024] Figure 3 This is a schematic diagram of the external structure of a first indicating device provided in an embodiment of this application.

[0025] Figure 4 This is a schematic diagram of the external structure of a second indicating device provided in an embodiment of this application.

[0026] Figure 5 This is a usage scenario diagram of a first indicating device and a second indicating device provided in an embodiment of this application.

[0027] Figure 6 This is a rendering of a display module provided in an embodiment of this application. Detailed Implementation

[0028] To more clearly illustrate the technical solutions of the embodiments of this application, the specific implementation methods of this application will be described below with reference to the accompanying drawings. The accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings and other implementation methods can be obtained based on these drawings without creative effort. Adjustments and improvements made without departing from the concept of this application are all within the protection scope of this application.

[0029] To keep the drawings simple, only the parts related to the corresponding embodiments are shown schematically in each figure, and they do not represent the actual structure of the product. In addition, to make the drawings simple and easy to understand, some parts with the same structure or function are only shown schematically in some figures, and there may actually be more or fewer parts with the same structure or function.

[0030] In this application, unless otherwise expressly specified and limited, ordinal numbers, such as "first," "second," etc., are used only to distinguish and describe related objects, and should not be construed as indicating or implying the relative importance or order between related objects; furthermore, they do not represent the quantity of related objects. "Multiple" includes two or more, and other quantifiers are similar. " / " is used to describe the relationship between related objects, indicating an "or" relationship between them. "And / or" is used to describe the relationship between related objects, including any combination relationship between them, such as "a and / or b" including: "a alone," "b alone," or "a and b." "One or more" or "at least one" of multiple objects refers to any object or any combination of multiple objects, such as "one or more of a1, a2, a3" or "at least one of a1, a2, a3" including: "a1 alone," "a2 alone," "a3 alone," "a1 and a2," "a1 and a3," "a2 and a3," or "a1, a2 and a3."

[0031] In modern ship safety management systems, large passenger ships (such as cruise ships and ro-ro passenger ships) often have hundreds to thousands of cabins. Their interior layouts are complex, spaces are confined, and people are densely packed. Ensuring the timely evacuation of all passengers is a core task of ship safety management in the event of emergencies such as fire, smoke inhalation, power outages, the bridge pressing the abandon ship button, or the triggering of a bomb alarm. In such emergencies, while the ship's automatic alarm systems (such as public address systems in corridors) can alert to malfunctions in public areas or equipment, they struggle to provide real-time assessments of whether anyone remains in each individual cabin. Therefore, according to currently common procedures, security personnel, crew members, or designated emergency inspection teams must manually visually inspect each cabin to confirm whether any passengers are still inside. If so, they must be immediately instructed to evacuate, ensuring the completeness of the evacuation process.

[0032] However, manual inspection methods inherently have unavoidable problems. To record inspection progress, existing technology commonly employs a simple manual marking method: after completing an inspection of a cabin, staff affix some kind of "inspection complete" marker to the cabin door, such as attaching a magnetic tag to the door, hanging a label card on the doorknob, or using an adhesive colored sticker. These external markers allow inspectors to quickly determine whether a cabin has been inspected. While this method is low-cost and convenient, its core drawback is that these markers only reflect "that inspectors have inspected it," not "the real-time status of the cabin."

[0033] On large passenger ships, passenger mobility is high, especially in the early stages of an emergency. Passengers often return to their cabins to retrieve valuables or documents, such as passports, medications, and cash. For example, after staff complete an inspection of cabin number 1 and mark the door, a passenger might return because they forgot their passport. Since the markings outside the door don't change, patrol personnel checking the markings in the corridor might still assume "cabin number 1 has been inspected and is unoccupied," thus skipping the cabin without re-inspecting it. In an emergency evacuation scenario, if the fire subsequently spreads or the smoke intensifies, and the inspectors fail to notice anyone re-entering the cabin, that passenger faces an extremely high risk of being trapped. In practice, this risk is even more pronounced in multi-cabin scenarios such as large cruise ships, because inspectors typically need to cover a large number of cabins in a very short time and rely on "manual marking" to confirm progress. With multiple teams inspecting in parallel, such misjudgments are more likely to occur.

[0034] Furthermore, existing manual marking methods are susceptible to human error. For example, tags may fall off or be accidentally removed, leading inspectors to mistakenly believe that the compartment has not yet been inspected; they may also be mistakenly attached or removed by unauthorized personnel, causing record-keeping errors. Additionally, in smoky environments or under insufficient lighting, manual marking relies heavily on color or shape cues, significantly increasing the difficulty of identification and further impacting inspection efficiency and accuracy.

[0035] For large ships, while traditional methods such as corridor broadcasts and audible and visual alarms can alert passengers to evacuate, these methods primarily target public areas and cannot reflect the specific status of individual cabins, nor can they dynamically indicate to inspectors which cabins have been re-entered and require re-inspection. Therefore, as the size of the ship and the number of cabins increase, the risks of manual marking methods also multiply. This safety hazard has long existed in the industry, yet a mature technical solution has remained elusive.

[0036] Because existing marking methods cannot dynamically update based on the real-time opening status of cabin doors, inspection records may deviate significantly from the actual conditions of the cabins, posing a potential fatal hazard to emergency evacuation procedures. Therefore, it is necessary to provide an improved system that can automatically reflect the real-time status of cabins, prevent missed inspections, and assist personnel in efficiently and accurately completing inspection tasks in emergency situations, thereby enhancing the overall safety of personnel on board the vessel.

[0037] The following description is in conjunction with the accompanying drawings.

[0038] Please refer to Figure 1 This illustrates a schematic diagram of the internal structure of a first indicating device provided in an embodiment of this application. Figure 1 As shown, an indication system for a single compartment includes: a first indication device 100 disposed on the outside of the compartment door, the first indication device 100 including a first identification module 110, a detection module 120 and a first light-emitting module 130; when the indication system is running: the first identification module 110 is adapted to identify a first identification object, and after successful identification, sends a first conversion signal S1 to the first light-emitting module 130 to cause the first light-emitting module 130 to emit a light signal of a first color; and the detection module 120 is adapted to detect the state of the compartment door, and when it detects that the compartment door has changed from a closed state to an open state, sends a second conversion signal S2 to the first light-emitting module 130 to cause the first light-emitting module 130 to emit a light signal of a second color.

[0039] The first indicator device 100 is positioned on the outside of the compartment door, allowing personnel patrolling the corridor area to visually determine the current inspection status of the compartment without entering it. For example, when the compartment door and its surrounding walls form a recessed U-shaped passageway, the first indicator device 100 can be fixedly installed on the side wall of the recessed area, preferably adjacent to the compartment door handle, for easier access when opening / closing the door or performing identification operations after inspection. Alternatively, when the compartment door is substantially flush with the surrounding walls, the first indicator device 100 can be directly installed on the side wall of the door or positioned adjacent to the handle. Both of these structural arrangements ensure that personnel can identify the light emission color of the first light-emitting module 130 without having to lean out during their patrol of the passageway.

[0040] In this embodiment, personnel completing cabin inspections typically carry a first indicator, which can be understood as an identification card with specific authorization markings, held by the security personnel or crew members responsible for performing the inspection. In emergency scenarios such as fire, smoke spread, or the triggering of an abandon ship order, personnel will open cabin doors one by one to manually verify the interior of the cabin. After confirming that the cabin is unoccupied and the inspection has been completed, personnel will close the cabin door and slide the first indicator on or near the area where the first identification module 110 is located, allowing the first identification module 110 to identify the first indicator.

[0041] The first identification module 110 can employ various identification methods, such as QR code recognition, barcode recognition, radio frequency identification (RFID), NFC, or preset encrypted authentication signals. Preferably, the first identification module 110 can complete the identification process locally without connecting to an external network, independently confirming whether the first indicator meets preset permission conditions, ensuring the system can continue to operate stably in emergency situations such as power outages, signal interruptions, or network unavailability. After successful identification, the first identification module 110 sends a first conversion signal S1 to the first light-emitting module 130. Upon receiving the first conversion signal S1, the first light-emitting module 130 immediately switches to a first color light signal state. The first color is typically a high-brightness color that remains clearly visible even in smoky or low-light environments, allowing other personnel patrolling the passageway to quickly determine that the cabin has completed its initial inspection.

[0042] Furthermore, when a cabin enters the "inspected" state after inspection, but a passenger or staff member subsequently re-enters the cabin for personal reasons, the cabin door will change from closed to open. At this time, the detection module 120 inside the first indicating device 100 will detect the cabin door opening event in real time. The detection module 120 can be constructed using a mechanical limit switch, Hall effect magnetic induction switch, photoelectric detection element, or other door magnetic sensor to achieve accurate identification of the door status. After detecting that the cabin door has opened, the detection module 120 will immediately send a second conversion signal S2 to the first light-emitting module 130. Upon receiving the second conversion signal S2, the first light-emitting module 130 will switch its light emission state from the first color to the second color. The second color is different from the first color and also uses a highly visible light color to ensure that staff can easily identify the "abnormal" cabin when quickly passing through the corridor.

[0043] Using the above method, even if a passenger returns to the cabin after the initial inspection, the indicator light will automatically revert to the second color, prompting subsequent inspection personnel to re-inspect the cabin. After the re-inspection is completed, staff will use the first indicator to trigger the first identification module 110 again, causing the first light-emitting module 130 to switch back to the first color. Thus, through the dynamic switching mechanism of the light signal formed by the coordinated action of the first identification module 110 and the detection module 120, real-time and visual marking of the cabin status is achieved, significantly reducing the risk of missed detections that may occur with traditional manual marking methods, and improving the overall screening efficiency and safety during emergency evacuation.

[0044] In some embodiments of this application, the first color is green, used to indicate to the inspector that the corresponding compartment has been inspected; the second color is red, used to indicate to the inspector that the corresponding compartment needs to be inspected.

[0045] Green and red are highly distinctive, enabling patrol personnel to quickly assess the status of cabins in corridors and avoiding misjudgments caused by insufficient light, smoke obscuring the view, or personnel panic during large-scale evacuations. Green is generally understood as a "pass" or "safe" signal, while red corresponds to "caution" or "needs action," aligning with common sense and significantly reducing the learning curve for staff. Of course, this application does not limit the color combination of the light signals. Other colors or flashing patterns, such as combinations of blue and yellow, or continuous illumination and flashing, can be adjusted according to different ship environments, cabin layouts, or safety protocols, as long as they clearly distinguish the status of cabins, they fall within the scope of protection of this application.

[0046] In some embodiments of this application, the cabin door includes a second identification module, which is adapted to identify a second object and, upon successful identification, changes the cabin door from a closed state to an open state; wherein, the first identification module cannot identify the second object.

[0047] The second identification module can be understood as an electronic door lock component installed on the cabin door. Passengers or ordinary staff can use a second identification object (such as a room card) to unlock it and open the cabin door. The pairing relationship between the second identification module and the second identification object is limited to daily entry and exit use and does not have the authority to change the state of the first indicator device. In other words, the second identification object cannot be recognized by the first identification module, nor can it trigger a color change in the first light-emitting module. Passengers cannot switch the indicator light outside the door back to green by swiping their room cards or other means. This mechanism ensures that the "checked" status can only be set by the personnel performing the check task through their dedicated first indicator, preventing misleading information caused by passenger misoperation, malicious operation, or unintentional return to the room. This ensures the uniqueness, authority, and reliability of the indicator light status outside the door, improving the safety of overall evacuation management in emergency situations.

[0048] In some embodiments of this application, the first identification module 110 includes a radio frequency identification circuit, and the first identification object includes a radio frequency chip that matches the radio frequency identification circuit.

[0049] Among the various identification methods available for the first identification object and the first identification module 110, radio frequency identification (RFID) is a solution highly suitable for emergency scenarios. RFID requires no precise alignment or contact; personnel only need to lightly touch or bring the first identification object close to the first identification module to complete authorization verification instantly. It offers faster identification speed and simpler operation, making it particularly suitable for complex environments such as fires, smoke, emergency evacuations, obstructed visibility, or when personnel are wearing protective equipment. Therefore, in a preferred embodiment, the first identification module 110 employs an RFID circuit, and the first identification object has a built-in matching RFID chip, allowing for rapid identification and status switching upon contact or proximity.

[0050] In some embodiments of this application, the first indicating device 100 further includes a communication interface 140, which is used to transmit the status information of the first indicating device 100 to the outside. The status information includes the color of the light signal emitted by the first light-emitting module 130.

[0051] The communication interface 140 can employ various communication methods to transmit status information. For example, in wired communication, RS485, CAN bus, or Ethernet interfaces can be used to connect multiple indicator devices in series or to a local area network to achieve stable and interference-resistant wired data transmission. Alternatively, in wireless communication, Wi-Fi, ZigBee, Bluetooth, or Sub-GHz wireless communication modules can be selected to transmit status information to external devices via low-power or long-range wireless protocols. The specific communication method can be flexibly selected based on the ship's internal structural layout, wiring conditions, and actual usage requirements; as long as stable and timely transmission of status information is guaranteed, it is applicable to this application.

[0052] Based on a similar technical concept and an indication system for a single compartment, this application also discloses a central control system. Please refer to... Figure 2 This illustrates a schematic diagram of the structure of a central control system provided in an embodiment of this application. For example... Figure 2 As shown, the central control system 10 is connected to several indication systems for a single compartment as disclosed in the above embodiments. The central control system 10 includes a data transmission module 11 and a display module 12. The data transmission module 11 obtains the status information of the corresponding first indication device 100 through several communication interfaces and transmits the status information to the display module 12. The display module 12 is used to receive the status information and highlight the first indication device 100 whose status information is a second color.

[0053] The indication system of this application can operate independently in a single cabin or be connected to the central control system 10 via communication interface 140 to achieve centralized monitoring of the status of multiple cabins throughout the ship. In centralized mode, the central control system 10 can obtain status information from the indication devices in each cabin in real time and highlight cabins in the second color display state, enabling the captain or safety management personnel to determine the location of cabins that need to be re-checked immediately. For example, the central control system 10 can be set up in the captain's cabin. When a cabin number appears in red on the display interface, the captain can immediately instruct patrol personnel to prioritize checking that cabin, thereby reducing the risk of passengers being stranded or trapped and improving the overall efficiency of evacuation. Such centralized management is particularly suitable for cruise ships or large passenger ships with a large number of cabins, large ship size, and complex layout. On ships with fewer compartments and a smaller inspection scope, even without a central control system 10, the single-compartment instruction scheme of this application can significantly improve the safety and accuracy of inspections; however, in large-scale compartment environments, unified coordination through a central control system can greatly improve inspection efficiency and overall safety management level.

[0054] Please refer to Figure 6 The diagram illustrates the effect of a display module provided in an embodiment of this application. Figure 6As shown, display module 12 includes 9 compartments. This diagram is for illustrative purposes only; the number of compartments that display module 12 can display can be freely set according to needs, and this application does not impose any restrictions on this. According to the annotations, the built-in circular frame icon represents the first color, i.e., green; the built-in cross-shaped frame icon represents the second color, i.e., red. It can be seen from the diagram that the first indicator devices outside two compartments are emitting red light signals, indicating that these two compartments urgently require manual verification by personnel. Personnel using the central control system can report the location information of these two compartments to the patrolling personnel for review. It should be noted that the specific style of the display module can be customized according to actual needs. Figure 6 The illustration shown is only one example. Theoretically, any method that can clearly and simply reflect the status of each compartment can be used as the implementation method of the display module in this application.

[0055] In some embodiments of this application, the first indicating device 100 may further include a storage module (not shown in the figure). The storage module can be used to store the status information of the first indicating device 100, that is, the light emission information of the first light emission module 130, and when the communication interface 140 communicates with the data transmission module 11 in the central control system 10, the status information is sent in real time through the communication interface 140.

[0056] The storage module offers several advantages. For example, in situations of unstable communication, brief interruptions, or when the central control system is offline, the storage module can temporarily record the status changes of the first indicator device 100. This ensures that the central control system can still access the complete historical record after communication is restored, preventing data loss. Furthermore, the storage module can also record multiple door openings and re-inspections, facilitating subsequent traceability analysis or security management audits. For scenarios requiring higher security levels, the storage module can also support local logic checks, improving the indicator device's responsiveness to abnormal states.

[0057] However, in many practical scenarios, the indication system of this application does not strictly rely on the storage module. This is because the core function of the first indication device 100 is to reflect in real time whether a compartment needs to be re-inspected, and this information can be directly obtained from the illumination status of the first light-emitting module 130. Therefore, the illumination status can be communicated to the central control system 10 in real time via the communication interface 140, without the need for additional storage, thereby reducing hardware costs, decreasing the number of modules, and simplifying the structural design. For cost-sensitive ships or ships with a large number of compartments, this structure allows for a more economical deployment of the indication system while maintaining functional reliability.

[0058] Please refer to Figure 3 , Figure 4 and Figure 5 ;in Figure 3 This illustration shows a schematic diagram of the external structure of a first indicating device according to an embodiment of this application. Figure 4 This illustration shows a schematic diagram of the external structure of a second indicating device according to an embodiment of this application. Figure 5 This illustration shows a usage scenario diagram of an embodiment of this application, comprising a first indicating device and a second indicating device. Figure 3 As shown, the first indicating device 100 is elongated in shape from the outside, and both the first identification module 110 and the first light-emitting module 130 are directly visible from the outside. However, the detection module 120 mentioned above is located inside the first identification module 110 and cannot be directly seen from the outside.

[0059] In some embodiments of this application, such as Figure 4 and Figure 5 As shown, the indication system for a single compartment also includes: a second indication device 200 disposed on the inside of the compartment door, the second indication device 200 including a second light-emitting module 210; when the indication system is running: the second light-emitting module 210 emits a light signal of a third color to indicate the position of the compartment door from the perspective of the inside of the compartment.

[0060] The second indicator 200, installed inside the cabin, acts as an indicator to show the location of the cabin door to personnel trapped inside. For example, in some cabins, during a power outage, the lack of light source may prevent trapped personnel from identifying the cabin door, potentially trapping them inside. In this application, by installing the second indicator 200 inside the cabin door, and by including a second light-emitting module 210, the location of the cabin door can be quickly identified by personnel inside in an emergency, facilitating their rapid escape.

[0061] In some embodiments of this application, the indication system for a single compartment further includes a connection path for connecting the indication system to an uninterruptible power supply (UPS) for the hull; when the indication system is in operation: the UPS supplies power to the first indication device and the second indication device.

[0062] An uninterruptible power supply (UPS) plays a crucial role in ensuring safe power supply in this system; in this application, it can also be considered as the ship's emergency power supply (EPS). In extreme situations such as fire, explosion risks, or main power outages, ordinary lighting and cabin power are often interrupted, while the first and second indicator devices must operate continuously and stably to ensure that inspection personnel and passengers in the cabins can obtain timely information. Thanks to the EPS, emergency power can continue to be provided to the two indicator devices when the main power supply fails, ensuring that the indicator lights do not go out. Depending on the size of the ship and safety requirements, the EPS can be connected individually to each cabin or can supply power to multiple cabins in the same fire protection zone, thereby improving the overall reliability and continuity of the system.

[0063] In some embodiments of this application, the third color is a combination of red and white.

[0064] The red and white color scheme creates a high-contrast visual effect, allowing passengers to quickly spot the exit even in extreme environments such as dense smoke, low light, and poor light reflection. This visual design significantly improves the visibility of the cabin doors, enabling trapped passengers to easily locate the exit in tense situations, reducing panic and increasing escape efficiency. Of course, this application is not limited to red and white; other eye-catching and highly recognizable color combinations, such as yellow and black, or flashing green lights, can be used depending on the actual environment and regulatory requirements, as long as they effectively indicate the exit location.

[0065] In summary, this application incorporates a second indicator device inside the cabin, which continuously emits a third-color light signal through a second light-emitting module to indicate the location of the cabin door. Especially in environments with power outages, dense smoke, or low visibility, this provides clear escape directional guidance for occupants. Combined with an uninterruptible power supply, it ensures that the cabin indicator lights remain operational even if the main power supply fails, enabling passengers to locate the cabin door immediately, improving escape efficiency, and significantly enhancing cabin safety in extreme situations.

[0066] In some embodiments of this application, the detection module includes a Hall element, which determines the state of the cabin door by detecting changes in the magnetic field of the target area, and sends a second conversion signal to the first light-emitting module when it is determined that the cabin door has changed from a closed state to an open state.

[0067] Using Hall effect sensors as a detection method offers advantages such as simplicity, compact structure, low cost, and high durability. By detecting changes in the position of the magnet between the hatch and the frame, the Hall effect sensor can accurately determine whether the hatch is open. It is unaffected by external factors such as dust, humidity, and mechanical wear, making it suitable for long-term reliable use in the complex environment of ships. Compared to mechanical switches, Hall effect sensors have a lower false trigger rate and longer lifespan, and can continuously and stably provide accurate door status signals to the first light-emitting module, making it an economical and reliable method for door status detection.

[0068] In the above embodiments, the descriptions of each embodiment have their own emphasis. Parts not described in detail or in a particular embodiment can be referred to in the relevant descriptions of other embodiments. Furthermore, the above embodiments can be freely combined as needed.

Claims

1. An indication system for a single compartment, characterized in that, include: A first indicator device is installed on the outside of the cabin door. The first indicator device includes a first identification module, a detection module, and a first light-emitting module. When the indication system is running: The first identification module is adapted to identify a first object, and upon successful identification, sends a first conversion signal to the first light-emitting module to cause the first light-emitting module to emit a light signal of a first color; and, The detection module is adapted to detect the state of the cabin door. When the cabin door is detected to change from a closed state to an open state, a second conversion signal is sent to the first light-emitting module so that the first light-emitting module emits a light signal of a second color.

2. The indication system for a single compartment according to claim 1, characterized in that, The first color is green, used to indicate to the inspectors that the corresponding compartment has been inspected; The second color is red, used to indicate to the inspectors that the corresponding compartment needs to be inspected.

3. The indication system for a single compartment according to claim 1, characterized in that, The cabin door includes a second identification module, which is adapted to identify a second object and, upon successful identification, to change the cabin door from a closed state to an open state. The first identification module is unable to identify the second identification object.

4. The indication system for a single compartment according to claim 1, characterized in that, The first identification module includes a radio frequency identification (RFID) circuit, and the first identification object includes an RFID chip that matches the RFID circuit.

5. The indication system for a single compartment according to claim 1, characterized in that, Also includes: A second indicator device is installed inside the cabin door, the second indicator device including a second light-emitting module; When the indication system is running: The second light-emitting module emits a light signal of a third color to indicate the position of the cabin door from an inside-cabin perspective.

6. The indication system for a single compartment according to claim 5, characterized in that, It also includes a connection path for connecting the indication system to the ship's uninterruptible power supply; When the indication system is running: The uninterruptible power supply supplies power to the first indicator and the second indicator.

7. The indication system for a single compartment according to claim 5, characterized in that, The third color is a combination of red and white.

8. The indication system for a single compartment according to claim 1, characterized in that, The detection module includes a Hall element, which determines the state of the cabin door by detecting changes in the magnetic field of the target area, and sends a second conversion signal to the first light-emitting module when it is determined that the cabin door changes from a closed state to an open state.

9. The indication system for a single compartment according to any one of claims 1-8, characterized in that, The first indicating device further includes a communication interface, which is used to transmit the status information of the first indicating device to the outside, and the status information includes the color of the light signal emitted by the first light-emitting module.

10. A central control system, characterized in that, The central control system is connected to several indication systems for a single compartment as described in claim 9, and includes a data transmission module and a display module; The data transmission module obtains the status information of the corresponding first indicator device through several communication interfaces and transmits the status information to the display module. The display module is used to receive the status information and highlight the first indicator device that displays the status information in a second color.

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