Research on Intelligent Monitoring System Based on Ship Engine Room
With the continuous advancement of automation technology and its widespread application across various industries, the integration of automation in the shipbuilding sector has significantly improved. To ensure the safe and reliable operation of a ship's power equipment, provide accurate real-time data for management personnel, and minimize human error as well as reduce the waste of manpower, an intelligent cabin monitoring system based on CAN bus has been developed. This system enhances the real-time monitoring of key parameters of the ship’s power equipment and displays important operational status information in real time. The system automatically alarms and records any faults detected, while also adjusting device parameters to enable remote control.
Controller Area Network (CAN) is a serial communication protocol introduced by Bosch. It consists of three layers: physical, data link, and application. The communication medium is twisted pair cable, with a maximum speed of 1 Mbps over a distance of 40 meters, or up to 10 kilometers at 5 kbps. Each bus can support up to 110 devices, making it ideal for applications requiring high real-time performance. CAN bus is highly resistant to electromagnetic interference, making it suitable for environments with high noise levels. This article leverages these features to build a monitoring system where a PC serves as the host computer, and a DSP-based system acts as the lower node. The system monitors various critical parameters such as diesel engine speed, fuel inlet pressure and temperature, bearing temperature, oil inlet and outlet pressure and temperature, turbocharger oil pressure, seawater cooling pressure, and fresh water cooling inlet and outlet pressure. Real-time monitoring allows timely responses based on the collected data. The overall system structure is illustrated in Figure 1.
The TMS320LF2812 digital signal processor integrates a fully compatible CAN 2.0B interface. It offers 32 configurable mailboxes for sending and receiving messages, along with timed messaging capabilities. This interface enables the construction of a highly reliable CAN bus network. The CAN controller within the processor handles the full CAN protocol, reducing CPU workload during communication. The CAN module architecture is shown in Figure 2, consisting of a protocol core and a message controller.
The protocol core performs two main functions: decoding received messages according to the CAN protocol and transmitting them to the receive buffer, and encoding and sending messages onto the bus.
The CAN communication module must support on-site operations, including data acquisition and user interaction, as well as data exchange with higher-level nodes. The module is primarily controlled by the DSP and CAN controller, along with components like the CAN transceiver, optical isolation circuit, memory, and I/O interfaces. The TMS320F2812 includes an internal CAN controller, simplifying the design and improving system reliability. To enhance anti-interference capability and support high-speed transmission, the CAN communication scheme was designed as follows: the DSP CANRX and CANTX signals are level-shifted using 74LVC04A, then connected via high-speed optical isolator TLP113 to TJA1050, which provides electrical isolation. TJA1050 replaces the older 82C250, offering better compliance with ISO 11898 standards, higher speed up to 1 Mbps, strong immunity to electromagnetic interference, and protection against unpowered nodes causing bus disturbances. Isolated DC/DC modules provide separate power supplies, further enhancing the system’s resistance to interference. The CAN communication interface is depicted in Figure 3.
In terms of software design, the system includes procedures for data acquisition, control, and CAN communication. The CAN communication program comprises initialization, transmission, reception, and exception handling subroutines. Initialization involves setting communication parameters such as working mode, basic settings, and acceptance filter registers. If the CAN bus fails to initialize, fault diagnosis is performed, and error messages are displayed to the user. The transmission subroutine packages data into a CAN-compliant frame format, writes it to a buffer, and sends it out. Before transmission, it checks if the previous message was successfully sent.
In conclusion, the intelligent ship cabin monitoring system represents a powerful and efficient network that effectively addresses issues such as data bottlenecks, conflicts, and synchronization problems in traditional monitoring systems. It offers good real-time performance, stability, a simple structure, high integration, and ease of expansion and use. Systems built using this approach are considered a crucial direction for the future development of intelligent ship monitoring.
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