A control system for lifeboats

Abstract

The present invention concerns a system for monitoring one or more lifeboats of a vessel, the system comprising: - A sensor system (20, 30) adapted to detect at least one or more of the following data: A) The level of any liquid present inside the engine compartment of the lifeboat; B) The charge level of the electric battery; - A receiving module (10', 40') adapted to receive said data. - In accordance with the invention it is possible to monitor at least the water level possibly present in the engine compartment and / or the charge level of the battery.

Description

A CONTROL SYSTEM FOR LIFEBOATSScope of the invention

[0001] The present invention concerns the technical field inherent in the rescue systems on the vessels in general, for example ships.

[0002] In particular, the invention refers to an innovative system that allows lifeboats to be monitored in order to verify their functionality at any time and in real time.A brief outline of the prior art

[0003] Lifeboats are safety boats that are set up and ready for use on the decks of ships.

[0004] They are generally suspended and fixed to support bars with relative pulleys or similar systems, so that they can be lowered into the sea easily and quickly in an emergency situation .

[0005] In particular, in the case, for example, of a concrete risk of the ship sinking, the passengers can be embarked on the lifeboats that are then lowered into the sea. In this way, the passengers can leave the ship safely while waiting for help .

[0006] Modern lifeboats are equipped with various safety systems (electric lights, on-board instrumentation, etc.) , as well as, of course, a motorisation .

[0007] However, it is important to always and periodically check the integrity of the lifeboat and the integrity of the accessories with which it is equipped, in particular the engine. An engine failure, for example, could result in a condition of extreme danger since the lifeboat not only cannot be moved towards a landing area but, moreover, remaining in the vicinity of the sinking ship could risk tipping over and / or being sucked by the water vortices generated by thesinking of the ship, jeopardizing the safety of the passengers numerically assigned to the lifeboat. In fact, the ship can only sail in the open sea if all the lifeboats are efficient, otherwise the number of passengers must be reduced based on the capacity of the out-of-order lifeboat.

[0008] At present, periodic checks are carried out to verify the correct operation of the lifeboats and their systems, including the state of charge of the batteries, the start-up of the endothermic propulsion engine and the control of the various levels of the operating fluids of the engine itself, such as engine oil and coolant.

[0009] The checks, however, are often visual and not thorough and, as per actual events, it may happen that the engine compartment floods in between the check periods, precluding the functionality of the endothermic propulsion engine of the rescue boat (also called lifeboat in the present description) .

[0010] Between one check and a subsequent check, for example due to excessive rain or water leaks coming from one of the upper decks or even leaks from pipes in the vicinity of the lifeboat, it is possible that the engine compartment is flooded and this obviously compromises its operation.

[0011] In the engine compartment of the lifeboat (called in jargon "bilge") there is a pump whose function is to empty the engine compartment (bilge) at sea in case of emergency, but this is allowed only in case of emergency and not in the ordinary phase in which the ship is sailing and the lifeboat is in the parking position.

[0012] Therefore, the pump in the engine compartment cannot be used to prevent flooding of the engine compartment under normal conditions apart from emergency. This pump is therefore not connected to the bilge water purification system for the purification of the bilge water from any contaminating hydrocarbons and does not come into operation except under emergency conditions. Therefore, it is not able to "check" thelevel of water that can accumulate in the engine compartment under ordinary conditions since, de facto, it is deactivated .Summary of the invention

[0013] The need is therefore felt for a technical solution that can overcome the limitations of the known art.

[0014] In particular, the need is felt for a solution that allows to continuously monitor the level of water present in the engine compartment of rescue boats and / or any other parameters related to the integrity of said rescue boat.

[0015] These and other purposes are achieved with this system, and its method, to monitor the level of any water present in the engine compartment relating to rescue boats and / or monitor further parameters .

[0016] These and other aims are achieved with the present system (1) for monitoring one or more lifeboats (or rescue boats, whatever you wish to call it) , the system comprising:A detection system (20, 30) adapted to detect at least one or more of the following data (or parameters, whatever you wish to call it) : a) The level of any liquid present inside the engine compartment of said lifeboat; b) The charge level of the electric battery;A receiving module (10' ) adapted to receive said data detected by said detection system.

[0017] In this way, all the above-mentioned inconveniences are easily solved.

[0018] In particular, the receiving module can be positioned remotely from the detection system and be communicating with it, directly or indirectly, preferably via wireless modes.

[0019] The receiving module can therefore be placed at any remote location and display the data for example through avideo 60.

[0020] The signals produced by the detectors, which therefore carry out the required measurements, are therefore received by the receiving module that can communicate these data, for example display said data on a special video screen.

[0021] The receiving module can be placed for example in the command room and this therefore allows the on-board personnel to be able to check in predetermined time intervals or continuously (in any case at any time) one or more parameters relating to the lifeboat such as the level of any liquid, for example water, accidentally present in the engine compartment and / or other parameters such as the charge level of the power supply battery.

[0022] Additional other data (or parameters, whatever you wish to call it) would obviously be monitorable.

[0023] Thanks to this solution, it is therefore possible to verify the integrity of all lifeboats equipped with this system at any time, by monitoring one or more parameters, for example the level of liquid in the bilge.

[0024] Advantageously, the detection system is in the form of a sensor system, therefore one or more sensors used for a specific detection and / or measurement in general.

[0025] Advantageously, the system 1 comprises a part (50a) adapted to be able to be installed on a lifeboat and comprising said detector system (20, 30) introduced above and at least one control and data acquisition module (10) connected to said detector system (20, 30) in such a way as to be able to acquire the data detected by said detector system and send them to a receiving part (50b) comprising said receiving module (10' ) .

[0026] Advantageously, in order to be able to carry out the transmissions from the module 10 to the receiving module (10' ) both said part (50a) and the receiving part (50b) respectively comprise an antenna (40, 40' ) .

[0027] Advantageously, as already mentioned, a video screen (60) can be comprised in which said data are displayed.

[0028] Advantageously, the control and data acquisition module 10 receives the data from the detector system and sends them to the receiving module (10' ) .

[0029] The receiving module receives and processes these data in such a way as to display them on screen and possibly generate alarms or "alerts" in general when one or more values are outside a preset threshold.

[0030] Advantageously, the level of liquid in the bilge can be detected with different detection systems, such as specific sensors (float, pressure detection system, etc.) .

[0031] Fo r example, a detector in the form of a float can be provided that can signal the exceeding of a liquid level threshold higher than a predetermined safety value.

[0032] Alternatively, a pressure meter (or detector, whatever you wish to call it) can be used in order to determine the presence of liquid in the engine compartment (in particular the amount of liquid) as a function of the pressure measured and exerted by this liquid.

[0033] Exceeding the safety threshold can trigger an alarm.

[0034] The battery charge measurement can be detected with cables for connection to the battery terminals to detect the battery charge level through a special voltage meter or sensor in general or with other solutions described below.

[0035] The present invention also relates to a lifeboat comprising a system according to one or more of the above features .

[0036] The present invention also relates to a method for monitoring one or more lifeboats of a vessel, the method comprising the following steps:Provision of a detection system (20, 30) so as to be able to detect at least one or more of the following data for each lifeboat :a) The level of any liquid present inside the engine compartment of the li feboat ; b) The charge level of the electric battery;Sending said data to a receiving module ( 10 ' ) .

[0037] Advantageousl y said data can be displayed on screen .

[0038] Advantageously the level of any liquid present in the engine compartment is detected through the installation in the engine compartment of a sensor in the form of a float that opens / closes a circuit as a function of its floating position in such a way as to be able to signal the exceeding of any pre-set safety level .

[0039] Alternatively, the installation of a pressure sensor can be provided which, as a function of the pressure determined, indicates the level of liquid present ( the more liquid is present , the higher the pressure detected due to the liquid) .

[0040] Advantageously, the charge level of the battery can be measured with a speci fic sensor that detects and measures the voltage .

[0041] Advantageously, when one or more of the data detected exceeds a predetermined saf ety threshold, an alarm is generated or thi s anomal y condition is reported .Brief description of the drawings

[0042] Further features and advantages of the present system and related method, according to the invention, will become clearer with the following description of some of its embodiments , made by way of not-limiting example , with reference to the accompanying drawings , in which :Figure 1 shows an overall schemati zation of the system in accordance with the invention;Figures 2A-2D show some possible cases of screenshots that appear and are viewable through the present system;Figure 3 shows schematically how the blocks (10) in Figure 1 are constructed together with the possible data and parameters that can be acquired from the lifeboat;Figure 4 shows a schematization of a sensor to detect the water level and in the form of a float in the preferred configuration of the invention; the measurements reported for the float are to be considered absolutely exemplary and therefore not limiting;Figures 5 to 9 show some usable electrical diagrams and in particular figure 5 shows the power supply section, figure 6 shows the analogue input, figure 7 shows the digital inputs, figure 8 shows the relay outputs, figure 9 shows the display interface .Description of some preferred embodiments

[0043] The present invention therefore relates to a system (1) for monitoring one or more lifeboats of a vessel, the system comprising :A detection system (20, 30) in general (for example one or more specific sensors) adapted to detect at least one or more of the following data: a) The level of any liquid present inside the engine compartment of the lifeboat; b) The charge level of the electric battery;A receiving module (10' ) adapted to receive said data detected by the detection system.The present invention also relates to a method for monitoring one or more lifeboats of a vessel, the method comprising the following steps:Provision of a detection system (20, 30) so as to be able to detect at least one or more of the following data for each lifeboat :a) The level of any liquid present inside the engine compartment of the lifeboat; b) The charge level of the electric battery;Sending said data to a receiving module (10' ) .

[0044] More specifically, to overcome the above problems, a centralized sensor network system is proposed that represents said detection system (20, 30) .

[0045] Said sensor network is managed with a microcontroller, preferably of the type ESP8266, which monitors the various rescue means.

[0046] Figure 1 shows a schematization of the system 1 in accordance with the invention.

[0047] The schematization refers to a system 1 applied to "n" (with "n" greater than or equal to one) lifeboats (also referred to as rescue boats) such that the invention can be understood to be applicable also to the single, therefore to only one, lifeboat.

[0048] The system 1, as clarified below, is able to detect the presence of water or liquids in general in the engine compartment of a lifeboat (or rescue boat, whatever you wish to call it) as well as other data (or parameters, whatever you wish to call it) correlated to the lifeboat.

[0049] As schematized in Figure 1, the system 1 comprises a data detection and transmission part (50a) applied to the lifeboats and used to detect one or more parameters (or data, whatever you wish to call it) through the aid of specific one or more sensors (20, 30) and a receiving part (50b) that receives the signals of the part (50a) in order to show and allow specialized personnel to monitor / view what is detected by said sensors.

[0050] More specifically, the system 1 relative to each lifeboat therefore provides for a control and data acquisitionmodule 10. Said control and data acquisition module 10 is installed inside the single lifeboat and is connected with the various detection sensors such as the float (or other system as described below) to detect the water level in the bilge, the sensors that connect to the battery to detect its charge and other possible parts, all with connections by means of electrical cables (wire) .

[0051] Said control and data acquisition module 10 therefore comprises a microcontroller that can be, for example, of the type "ESP8266".

[0052] Although any microcontroller would be usable, the preferred solution provides for this type "ESP8266". This is because the ESP8266 microcontroller already encloses in its inside various modules (wireless communication, digital inputs, digital outputs and A / D converter and web interface) , simplifying hardware development. In addition, by featuring a web interface, it can be queried through a very normal web browser .

[0053] Nothing prevents, however, that other microcontrollers can be used by physically integrating the missing modules and functions .

[0054] As therefore always schematized in Figure 1, said module 10 is communicating, preferably through special wiring or alternatively wirelessly, with at least one water level detection sensor 20, for example in the form of a float 20.

[0055] Said sensor is arranged in the engine compartment in a special seat obtained therein in order to be able to detect the level of liquid present.

[0056] Figure 1 therefore shows with the numbering 20 the float (in the case of a specific float solution) connected and therefore communicating with the module 10 comprising the microcontroller (in the example of the figure the model ESP8266 as mentioned) .

[0057] Again as schematized in Figure 1, the control and dataacquisition module 10, again through the microcontroller, connects and communicates with the electric battery 30 of the engine in order to be able to monitor its charge level by checking its voltage.

[0058] In one possible solution, the microcontroller module that acquires the data (data acquisition system installed on the lifeboat) is powered by the battery (ies) 30 itself / themselves of the lifeboat. In this way, by monitoring the voltage value of the power supply of the data acquisition system, the voltage of the battery (ies) 30 will be monitored accordingly .

[0059] Physically, the power supply voltage can therefore be taken and sent to the analogue / digital converter by interposing a resistive voltage divider that will adapt the voltage value of the battery (ies) to that of the A / D converter measurement scale. In this way, it is not necessary to take power directly through cables from the batteries (which is in any case feasible) , but from any point of the electrical system of the lifeboat, provided that this power cannot be disconnected from any switches or circuit breakers of the battery (ies) . It could even be taken downstream of the battery charger with the possibility of also monitoring the charging current of the battery (ies) by interposing a resistive type ammeter shunt in series with the batteries (implementing another possible parameter) and scaling this measurement, if necessary, before the A / D converter, or a Hall type sensor that provides a voltage proportional to the charging current of the battery.

[0060] The battery(ies) of the lifeboat, as is well known, power various utilities including navigation lights, radio communication equipment, navigation-related instrumentation and engine management .

[0061] In essence, therefore, in the preferred configuration of the invention, the module 10 communicates and monitors, foreach lifeboat, the level of liquid in the bilge and / or the charge of the battery 30.

[0062] In the case of a level sensor in the form of a float, then the module monitors the position occupied by the float 20, in order to determine the level of any water present in the engine compartment where the float is installed. This part of operation will be taken up in more detail immediately later .

[0063] The module 10 also monitors, in combination or alternatively, the charge level of the battery 30 possibly together with further one or more other parameters.

[0064] An antenna 40 transmits a signal, and thus communicates, with the receiving station 50b.

[0065] Figure 1 therefore indicates with the numbering 50a that said detection part that includes the lifeboats on which there is installed for each lifeboat (rescue boat 1, rescue boat 2...rescue boat n) the assembly composed of the module 10 and the various wiring and / or sensors (20, 30) with which it is connected, in addition to the transmission antenna 40.

[0066] What is detected by the sensor system (20, 30) is sent by the module 10 which, via antenna 40, sends to the receiving module 10' .

[0067] The numbering 50b therefore indicates the assembly of the receiving module 10' , having its receiving antenna 40' and which is connected to a display 60. The assembly 50b may for example be installed on the command deck of the ship. It can be installed in any other position and communicating, for example wirelessly or with cables, with the display 60 that can be positioned on the wheelhouse.

[0068] The receiving station 50b therefore comprises, in turn, a receiving antenna 40' which receives the signal from the antenna (s) 40 and with which it communicates and a receiving module 10' , which can be structurally and electronically completely similar to the module 10 already described for therescue boats and therefore preferably comprising a microcontroller of the type ESP8266.

[0069] In this way, the signals sent via antenna 40 from the modules 10 relative to the lifeboats and indicating the detected condition are processed by the receiving module 10' and are displayed on a screen 60.

[0070] The values that are considered out of standard, both as water level and battery charge, are reported for example by displaying them with different colours and / or by generating an alarm.

[0071] In accordance with the invention, therefore, there is a single control and data acquisition module 10 equipped with a microcontroller for each lifeboat. In particular, the water level in the engine compartment and / or the battery charge level are monitored by connecting the sensors to the module 10 via electrical cables. Additional other parameters may be monitored .

[0072] This module 10, schematized in Figure 3, may comprise a number of inputs relating to the sensors to which it is connected. The sensors send the signals to the microcontroller which, having received this information, transmits them via antenna 40.

[0073] The inputs shown in Figure 3 in fact highlight inputs related to battery voltage, fuel level, water level, etc.

[0074] Each of these modules 10 (each relative to a lifeboat) detects the data coming from the relative sensors with which it communicates and which are installed in the relative lifeboat and, therefore, the float and data coming from battery charge measurements and / or other parameters. Each module has its own microcontroller communicating with the relative battery and float by cable as per figure 1.

[0075] The data, through RE antennas 40, are transmitted to the receiving assembly (50b) which comprises, as mentioned, the receiving module 10' , the RE antenna 40' and receives thedata that are processed by the relative controller 10' and displayed on the screen 60.

[0076] In a nutshell, therefore, there is proposed a centralized sensor network system, managed with a microcontroller that monitors the various means of rescue.

[0077] The receiving part 50b, for example positionable on the command deck, receives from the various rescue boats the various parameters, such as voltage at the ends of the batteries that power the lifeboat and / or the flooding state of the engine compartment, through the closure of a switch operated by a float, and / or other parameters.

[0078] In the case of parameters outside the normal range, an alarm is activated or in any case the anomaly is highlighted.

[0079] In addition, in the event of detected system malfunctions, an error message is displayed.

[0080] The lifeboat monitoring system (fig.l) can therefore be assimilated to a wireless network in which the nodes (control and data acquisition modules (10) ) are the lifeboats that communicate with a receiver module (10' ) which in turn communicates with a system for displaying and processing data coming from the lifeboats and located on the deck.

[0081] The system, as a whole, is therefore composed of the following elements:

[0082] Control and data acquisition module (10) , installed inside the lifeboat.

[0083] Receiver module (10' ) installed in a position adapted as much as possible to allow communication to and from the control and data acquisition module (s) 10 installed on the individual lifeboats.

[0084] Anomalies and alarms display system 60 preferably installed on the command deck of the ship. It could also be an industrial PC connected with the receiver module (s) (10' ) .

[0085] The receiver module (10' ) (or receiving module, whatever you wish to call it) may consist of the same hardwareas the control and data acquisition module 10, that is, the same casing containing the printed circuit with the microcontroller and the various modules. The difference depends only on the firmware installed in the microcontroller that will use the casing for one or the other function (data acquisition from lifeboat or receiver) .

[0086] In particular, therefore, the receiver module is a separate entity installed in a position separate from the emitter and communicating with it as described. Both are physically formed by the same module (hardware, i.e. microcontroller, printed circuit board and containment casing) but each is loaded with a different firmware that differentiates its function (10 or 10' ) and therefore they are installed in different positions.

[0087] In a possible solution, therefore, the microprocessor (10' ) can act both as a receiver of data sent by the lifeboats and as a display, in addition to processing and displaying them via a web interface.

[0088] The personnel on guard duty on the deck can view the alarms on the microcontroller web page as well as on the local display .

[0089] The control and data acquisition module (10) is based on a microcontroller (generically) and it is modular (assembly) . Each control and data acquisition module (10) is positioned inside the lifeboat to be checked. The printed circuit board with the microcontroller and the various modules are contained in a watertight and mechanically resistant casing, for example made of aluminium or plastic resistant to the corrosive action of the marine atmosphere.

[0090] The ESP8266 microcontroller can be used because it encloses in its inside various modules (wireless communication, digital inputs, digital outputs and A / D converter and web interface) , simplifying hardware development. In addition, by featuring a web interface, it canbe queried through a very normal web browser through a Wi-Fi connection. However, other microcontrollers can be used by physically integrating the missing modules and functions.

[0091] The electrical cables that connect to the various sensors (in particular the float of figure 4) and to the battery (ies) of the lifeboat branch from the casing of the control and data acquisition module (10) . In addition to the engine ignition and management, the battery (ies) of the lifeboat also power the navigation lights and radio communication equipment and navigation-related instrumentation .

[0092] To detect the water level in the engine compartment of the lifeboat, the float connected to a switch (status level) can be used which, when activated, changes a binary signal (1 or 0 corresponding to the state of the water level) to a digital input of the control and data acquisition module (10) (see figure 4 ) .

[0093] In a variant of the invention, the sensor constituted by the float could be replaced with a pressure sensor. In fact, it would also be possible to physically measure the water level in the engine compartment by measuring the pressure at the bottom with an analogue pressure transducer that provides a voltage proportional to the pressure corresponding to the water level in the engine compartment and this type of signal should be processed at the analogue / digital converter.

[0094] The battery (ies) of the lifeboat power the data acquisition and control module 10, the absorption of which is negligible. All the modules 10 communicate with a receiving module (10' ) that will be arranged in a position that is as suitable as possible to allow communication itself, in the event of obstacles that prevent it, more than one receiving module (10' ) may be used.

[0095] The receiving module (10' ) can also be structurally andelectronically identical to the module 10 installed in the lifeboat .

[0096] In practice, it can also consist of an industrial PC that communicates with the receiving module (s) and processes the data coming from the lifeboats, displaying the related alarms based on this processing.

[0097] The power supply of the receiving module (s) will be obtained from an emergency power source of the ship and equipped with a buffer battery.

[0098] The interface between the receiving module (s) (10' ) and the display system can be achieved both via Ethernet and MODBUS. Interfacing, via Ethernet or MODBUS network, allows the system both to be interfaced to the on-board automation and the fact that the display unit is located on another deck of the ship (command deck) .

[0099] Alternatively, the receiving modules (10' ) can be configured as wireless communication repeaters.

[0100] On the command deck of the ship, the system 60 for displaying the state of the lifeboats will be installed, which will show the critical parameters to be monitored, informing the personnel on guard duty by means of an acoustic alarm or other form of alarm and / or signalling. The display system can be composed of an industrial-type personal computer connected with the master modules.

[0101] The display system will be powered by an emergency power source of the ship and equipped with a buffer battery.

[0102] Figure 3 therefore shows a block diagram representing the various sub-modules constituting the module 10.

[0103] As also schematized in Figure 3, through the I2C bus it is possible to expand the functions of the micro-processor module, by adding for example I / O expansions that increase the number of digital inputs and outputs, such as the PCF8574 (containing a configurable 8-bit port) or the MPC23017 (containing two fully configurable 8-bit ports) or A / D or D / Aconverters. In this way, special sensors would allow to detect parameters such as atmospheric pressure, engine temperature or fire detection, in order to add more flexibility and functions to the used microprocessor in question (ESP8266) .

[0104] The example of figure 2 shows some cases of possible screenshots visible from the video 60 relative to the receiving module and installable in any remote location.

[0105] As mentioned, the data displayed are those that are detected by the module 10 connected to its appropriate sensors each relative to a lifeboat and which may include one or more of the following data:

[0106] Water level in the engine compartment (bilge) ; charge level (therefore voltage measurement) of the battery; atmospheric pressure; engine temperature; fire detection, etc.

[0107] The two most important parameters are the water level in the engine compartment and / or the battery charge level.

[0108] The screenshot that can be displayed in the video of the receiving screen 60 shows the list of the monitored lifeboats (in the non-limiting example of the figures they are lifeboat 1 and lifeboat 2 but could be any number from number one upwards) .

[0109] For each lifeboat, the parameters that are detected (in a time interval or continuously) are reported and, by way of example, only the voltage values of the battery and the float are shown.

[0110] A possible green colour can be used to indicate that everything is in order while a red colour can be adopted to indicate a possible abnormal condition outside the area of normality .

[0111] Figure 2A shows a normal condition;

[0112] Figure 2B shows a case of voltage of the battery in the lifeboat 2 that is below a certain threshold value and this can be indicated with a red colour display (or withanother signal such as a sound or an alarm) and possibly reporting the measured value;

[0113] The case of figure 2C shows the presence of water in the lifeboat 1 and low battery voltage in the lifeboat 2;

[0114] Figure 2D shows a case in which for the lifeboat 1 there is a signal error and therefore a failure to communicate the data or in any case a malfunction of the system.

[0115] Having described the basic scheme, we now deal with a more detailed description of the invention.THE FLOAT:

[0116] The float can be a float switch with a level sensor, usually placed at a high active level (therefore always closed) . This is because in the event that an operator accidentally breaks the wire, the alarm would be signalled. This float can be placed just above the base of the bilge and when the water level equals / exceeds a threshold, it opens and triggers the alarm.

[0117] Figure 4 therefore schematizes this type of float (which is therefore itself a level detection sensor) . A threaded portion 80 to allow the connection to any structural portion having a threaded receiving hole can be seen. Then there is the floating part 81 that slides along a stem between two end-of-stroke positions (A, B) that identify the open contact (POSITION A) or the closed contact (POSITION B) . Depending on the water level, the float occupies a certain position along the stem until it can reach the open reed contact position (A) that causes the alarm.

[0118] There are various types of float on the market that can be used. The prerogative is that the type of float used has an electrical contact with which the presence of water in the engine bilge of the lifeboat is detected.

[0119] As an alternative to the float, other means for detecting the water level could be used, such as conductiveprobes or ultrasonic level transmitters that can also provide the height of the water level.

[0120] The float with electrical contact is the simplest system and that is why it is preferred.BATTERY MONITORING:

[0121] The battery charge level is monitored in accordance with what has already been described above.

[0122] In particular, a direct connection can be made with the ends of the battery in such a way that the voltage at the ends of the battery is measured with a special meter.

[0123] Alternatively, the preferred configuration of the invention exploits the fact that the microcontroller module that acquires the data (data acquisition system installed on the lifeboat) is powered by the battery (ies) 30 itself / themselves of the lifeboat. In this way, by monitoring the voltage value of the power supply of the data acquisition system 10 with a special meter, the voltage of the battery (ies) 30 will be monitored accordingly.FURTHER STRUCTURAL DETAILS:

[0124] The power supply section of the system consists of the integrated circuits U1 and U2 which are both voltage regulators and provide the system with the primary voltages of 5 volts, for the power supply of the peripherals, and of 3.3 volts for the power supply of the ESP8266 module.

[0125] The f irst regulator U1 is preferably constituted by the integrated circuit type OKI-78SR5, produced by MURATA semiconductors, whose purpose is to stabilize the input voltage comprised between 9 and 36 volts, at the value of 5 volts. The 78SR5 is a replacement, compatible in the physical pin-out, of the well-known LM7805 integrated circuit which is a regulator of the linear type but which is limited both in the maximum applicable input voltage and in the maximum output current and therefore also in the maximum dissipable power.

[0126] The 78SR5 integrated circuit is actually a DC / DC converter built around another integrated circuit , the MP2467 of Monolitic Powers Solutions , a switching type converter, which lowers the voltage applied in input to that set by the feedback resistors (R1 and R2 ) and which form a resistive divider placed on the output voltage of the circuit itsel f ( reported below as a reference ) .

[0127] Thanks to the small si ze of the MP2467 integrated circuit and the very few components necessary for its operation, a very compact system is obtained that manages to fit in very small dimensions with the ability to deliver a maximum current of 1 . 5A at 36 volts of power without the slightest use of a heat sink, extremely necessary for a normal LM7805 .

[0128] The second integrated circuit U2 is an LM78M33 that has the function of lowering the 5V supplied by U1 ( 78SR5 ) into the 3 . 3V necessary for the operation of the ESP8266 module .

[0129] A single-channel A / D converter with 10-bit resolution that can measure a voltage from 0 to 1 volt maximum, whose input corresponds to the ADC pin of the module , is integrated into the ESP8266 module . Since during the charging phase the voltage value of the batteries is 24V with peaks close to 30V, a resistive voltage divider formed by the resistors R3 , R4 , R5 was chosen as the circuit solution . The value of these resistors has been chosen in order to reduce the maximum input voltage from 100V to IV proportionally . The values of the resistors are 90 . 9 KQ for R3 , 9 . 09 KQ for R4 and 1010Q for R5 . I f normal values had been used, the proportionality of the reduced voltage could not have been maintained and an additional error would have been added to the measured voltage , relatively high, referred to as a percentage on the 0 to 1 volt scale . For example , i f use had been made of the following common values of 100 KQ for R3 , 10 KQ for R4 and 1KQm for R5 and by applying an input voltage of 100V on the 1KQ resistor one would have had a voltage of 0.9V instead of IV ( ( 100 / R3+R4+R5) *R5= 0.9009V) which corresponds to 10% error of the measured voltage.

[0130] The U3A TS922 operational amplifier, a dual rail-to- rail BiCMOS operational amplifier, has been inserted between the resistive measuring divider and the ADC pin of the module, which is configured as a unit gain voltage tracker, given the high output current it allows to drive low impedance loads without distorting the value of the input voltage. The TS922 was chosen as the least expensive and most available replacement for the OP291.

[0131] The digital inputs consist of the TSOI and ISO2 photocouplers, but only the TSOI photocoupler is physically connected to pin GPIO13 of the ESP8266 module, this to give greater flexibility on the use of the remaining pins (GPIO15, GPIO16, GPIO5) .

[0132] The photocoupler used is the PC817 from NEC semiconductors whose circuit role is to galvanically separate the ESP8266 module from the input circuit, which could be powered by another system.

[0133] By applying a direct voltage from 12 to 24 volts on the terminals of J3, the LED diode inside the photocoupler will emit an infrared light that turns on the phototransistor and then the voltage on pin 3 of the photocoupler will switch from about 4 volts, determined by the pullup resistor R7, to about 0.2 volts, resulting in the change from 1 logical to 0 logical on the pin GPIO13 of the ESP8266 module.

[0134] The operation of the digital input 2 is the same as that of number 1. Thanks to the digital inputs, various devices can be connected to the module, such as in this case a float to check the water level in the engine compartment of the lifeboat, or a limit switch or an inductive sensor that discloses the position of an object (for example a door or awindow or an electric actuator that has reached the limits of its stroke) .

[0135] The relays RELAY1 and RELAY2 are driven by the pins GPIO12 and GPIO14 through N-type mosfets QI and Q2 (2N7000) . Inside each mosfet there is a flywheel diode D2 and D3, which protect against surges caused by the interruption of the current circulating in the relay coil during the transition from the conducting state to the resting state of the mosfet, transition from 1 to 0 logical of the pin GPIO12 / 14. The resistor RIO and R12 between the gate and the mosfet drain is used to prevent the mosfet from conducting from the minimum voltage relative to the logical zero of the GPIO12 / 14 pin.

[0136] In order to be able to install the firmware in the module it is necessary to close the jumper 1 and reset the module using the reset button. The programming of the module takes place via serial port on J8 and the use of a USB serial converter, necessary for the levels in the RXD and TXD pins to be TTL compatible (0-5 volts) . The serial port also serves as the output of the internal monitor of the ESP8266 module.

[0137] The interface with the I2C bus is via the flat cable connector. The conductors used are only four of which two for the power supply of a possible peripheral ( + 5V and GND) and two referring to the clock signals (SCL GPIO2) and data (SDA GPIOO) .

[0138] The interface to the Vaacum Fluorescent Display (VFD) takes place through the PCF8574 via the I2C BUS. The internal display controller is compatible with the HD44780 standard (which is an LCD display controller produced by HITACHI semiconductors) , which provides for two 8-bit or 4-bit modes of operation (used by annex to address the display) .

[0139] Thanks to the 4-bit mode it is possible to use only 7 bits of the port of the PCF8574 from P4 to P7 for data and from PO to P2 for flow control (write, enable, register selection) . The connection to the module is made by means of aflat cable with 10 conductors .OPERATION :

[0140] The module 10 , through the sensor system, detects the parameters that are sent to the receiving module in order to be displayed and processed in such a way as to generate alarms where the measurements of said parameters present abnormalities .

[0141] Data processing is performed by the receiving module which compares the received data with the programmed thresholds , thus displaying the received data and highlighting any anomalies . As the receiving module to ful fil its function could be placed far away from the command deck, a further display unit 60 can be placed in the command deck and connected with the receiving module ( or the receiving modules ) through a wire data network ( ethernet or modbus') .

[0142] The receiving module ( or receiver module , whatever you wish to call it and as already indicated) can also signal the non-receipt by the modules present in the li feboats , an event that occurs when a data acquisition module in the li feboat is no longer powered because the batteries are dead, or for other reasons such as the breakage of the module itsel f .

Claims

CLAIMS A system (1) for monitoring one or more lifeboats of a vessel, the system comprising:A detection system (20, 30) adapted to detect at least one or more of the following data: a) The level of any liquid present inside the engine compartment of the lifeboat; b) The charge level of the electric battery;A receiving module (10' ) adapted to receive said data detected by said detection system. The system according to claim 1, wherein said system (1) comprises :A part (50a) adapted to be installed on a lifeboat and comprising said detection system (20, 30) and at least one control and data acquisition module (10) connected to said detection system (20, 30) in such a way as to be able to acquire the data detected by said detection system and send them to a receiving part (50b) comprising said receiving module (10' ) ;Said receiving part (50b) comprising the receiving module (10' ) . The system according to claim 2, wherein both said part (50a) and the receiving part (50b) respectively comprise an antenna (40, 40' ) . The system according to one or more of the preceding claims, wherein a video screen (60) is comprised in whichsaid data are displayed . The system according to one or more of the preceding claims , wherein said detection system comprises :At least one sensor in the form of a float or a pressure detector in order to determine the presence of liquid in the engine compartment ;Means to detect the charge level of the battery, such as for example a voltage meter . A li feboat comprising a system according to one or more of the preceding claims . A method for monitoring one or more li feboats of a vessel , the method comprising the following steps :Provision of a detection system ( 20 , 30 ) so as to be able to detect at least one or more of the following data for each li feboat : a) The level of any liquid present inside the engine compartment of the li feboat ; b) The charge level of the electric battery;Sending said data to a receiving module ( 10 ' ) . The method according to claim 7 , wherein said data are displayed on screen . The method according to claim 7 or 8 , wherein the level of any liquid present in the engine compartment is detected through the installation in the engine compartment of a sensor in the form of a float that opens / closes a circuitas a function of its floating position or, alternatively, through the installation of a pressure sensor .The method according to one or more of the preceding claims from 7 to 9 , wherein when one or more of the detected data exceeds a predetermined safety threshold an alarm is generated or an anomaly condit ion is reported .

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