Simulation device and detection method for influence of tail structure deformation on shaft vibration

Abstract

The application discloses a simulation device and detection method for the influence of tail structure deformation on shaft system vibration, which comprises a base, a multi-directional thrust applying device, a tail shaft, a thrust shaft, a thrust bearing and a motor which are sequentially connected on the base; a counterweight mechanism for simulating the gravity of a propeller is arranged on one end of the tail shaft close to the multi-directional thrust applying device; the thrust of the propeller is simulated through the multi-directional thrust applying device; the position change of the rear thrust bearing is changed through the height adjusting mechanism; in different shaft line states, the rotational speed of the shaft system is adjusted to measure preset data, and the bearing displacement value of the shaft system vibration meeting the preset requirements is obtained. The initial offset value and the flange offset value are obtained, and the pre-deformation value of the flange centering is obtained; the pre-deformation value is verified, and the data meeting the preset requirements are taken as the subsequent shaft system centering and installation process parameters. The shaft system vibration after launching can meet the design and specification requirements, the occurrence of abnormal vibration noise problems is reduced, and the ship delivery period is ensured.

Description

Technical Field

[0001] This invention relates to the technical field of ship shafting simulation and detection, and in particular to a simulation device and detection method for the influence of stern structure deformation on shafting vibration. Background Technology

[0002] During the mooring phase, shafting vibration testing is required to assess the shafting's operational status and ensure its safety. Currently, shafting (the transmission system in a propulsion system, primarily consisting of drive shafts, extending from the main engine output shaft flange to the multi-directional thrust application device) is typically installed on the slipway. The stern structure is horizontally supported by various piers, and before the shafting is illuminated, the stress on each pier must be checked, and the overall level adjusted to ensure the correctness of the shafting centerline. Alignment and installation are then based on this centerline. However, after launching, deformation of the stern structure can cause deformation of the shafting, which is rigidly connected to the hull structure, potentially leading to abnormal vibrations and noise during operation. If abnormalities are detected during post-launch vibration testing, repeated testing of different locations is necessary to identify the cause. This approach is labor-intensive, technically challenging, and time-consuming, impacting delivery schedules. Therefore, a simulation device and testing method for the impact of stern structure deformation on shafting vibration are needed. Summary of the Invention

[0003] This application provides a simulation device and detection method for the influence of stern structure deformation on shafting vibration, which at least partially solves the technical problems in the prior art where abnormalities occur during shafting vibration testing after a ship is launched, resulting in a large workload and high construction difficulty, leading to a long delivery cycle. It achieves the technical effect of ensuring that the shafting vibration after launch meets the design and specification requirements, reducing the occurrence of abnormal vibration and noise problems, and guaranteeing the delivery cycle.

[0004] Firstly, to solve the above-mentioned technical problems, embodiments of the present invention provide the following technical solutions:

[0005] A simulation device for the effect of tail structure deformation on shaft vibration, comprising:

[0006] The base, a multi-directional thrust application device mounted on the base and connected in sequence, a tail shaft, a thrust shaft, a thrust bearing, and a motor;

[0007] The tail shaft is connected to the thrust shaft via a flange;

[0008] A counterweight mechanism for simulating the weight of a propeller is provided on one end of the tail shaft near the multi-directional thrust application device; and the thrust of the propeller is simulated by the multi-directional thrust application device.

[0009] The tail shaft is connected to the base via multiple bearings; the rear tail bearing closest to the counterweight mechanism is connected to the base via a height adjustment mechanism.

[0010] Optionally, the above device further includes a thrust shaft disposed between the intermediate shaft and the coupling, the thrust shaft being connected to the base via a thrust bearing.

[0011] Optionally, the above method includes a simulation device for the effect of tail structure deformation on shaft vibration;

[0012] The vertical position of the rear tail bearing can be changed by adjusting the height of the aforementioned height adjustment mechanism.

[0013] Under different axial conditions, the rotational speed of the aforementioned shaft system is adjusted, and the gyroscopic vibration, shaft center trajectory, and vibration acceleration of the corresponding test points of each bearing seat of the aforementioned shaft system under different rotational speeds and the thrust of the aforementioned multi-directional thrust application device are measured. The bearing displacement value that meets the preset requirements for shaft system vibration is analyzed.

[0014] Optionally, the above methods also include:

[0015] Measure the flange offset and flange bend values ​​in both the aligned and disconnected states;

[0016] By selecting the initial offset values ​​of the tail shaft and the intermediate shaft and the flange offset value corresponding to the minimum influence of shaft vibration during the test, the pre-deformation value for flange alignment is obtained.

[0017] The above pre-deformation values ​​are verified. After verification that they meet the preset requirements, the corresponding displacement values, offset values ​​and tortuosity values ​​are used as subsequent shaft alignment and installation process parameters.

[0018] Optionally, the steps of measuring the flange offset and flange tortuosity values ​​in the aligned and disconnected states further include:

[0019] Maintain the aforementioned flange offset and tortuosity values ​​to the preset accuracy;

[0020] The vertical position of the rear tail bearing is changed by adjusting the height of the height adjustment mechanism; the flange is disconnected, and the flange offset and flange tortuosity values ​​are measured at this time.

[0021] Optionally, the step of obtaining the pre-deformation value of the flange alignment further includes:

[0022] Return the flange to the alignment state, add the initial offset value and the flange offset value to obtain the pre-deformation value for flange alignment.

[0023] Optionally, the above-mentioned step of verifying the pre-deformation value further includes:

[0024] By adjusting the height adjustment mechanism, the rear tail bearing is moved in the vertical direction. Under the alignment condition, the flange offset value is the pre-deformation value.

[0025] The displacement value of the rear tail bearing was reduced by a preset value. The flange was connected, and the gyroscopic vibration, shaft center trajectory, and vibration acceleration of the corresponding measuring points of each bearing and base were measured under different speeds and corresponding thrusts to verify that the shaft system was in the preset vibration state.

[0026] Secondly, a detection system for the influence of tail structure deformation on shaft vibration is provided. The system includes: a simulation device for the influence of tail structure deformation on shaft vibration and a vibration influence data test module for controlling the device.

[0027] The aforementioned vibration impact data test module includes:

[0028] An adjustment module is used to change the vertical position of the rear tail bearing by adjusting the height of the height adjustment mechanism.

[0029] The bearing displacement detection module is used to adjust the rotational speed of the shaft system under different axial conditions, measure the gyroscopic vibration, shaft center trajectory and vibration acceleration of the corresponding test points of each bearing seat of the shaft system under different rotational speeds and the thrust of the multi-directional thrust application device, and analyze to obtain the bearing displacement value that meets the preset requirements of the shaft system vibration.

[0030] Optionally, the system further includes an installation process parameter determination module; the installation process parameter determination module includes:

[0031] The offset and tortuosity measurement module is used to measure the flange offset and tortuosity values ​​in both the aligned and disconnected states.

[0032] The pre-deformation value calculation module is used to select the initial offset value between the tail shaft and the intermediate shaft and the flange offset value corresponding to the minimum influence of shaft vibration during the test, and obtain the pre-deformation value for flange alignment.

[0033] The verification module is used to verify the above-mentioned pre-deformation values. After the verification meets the preset requirements, the corresponding displacement value, offset value and tortuosity value are used as subsequent shaft alignment and installation process parameters.

[0034] Thirdly, an electronic device is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, it implements a method for detecting the influence of tail structure deformation on shaft vibration.

[0035] One or more technical solutions provided in the embodiments of this application have at least the following technical effects or advantages:

[0036] First, a bench simulation device is set up to acquire the influence of stern structure deformation on shafting vibration. This simulates the shafting's state after launching, allowing for experimental testing. Pre-set data from the simulation device is then analyzed or calculated. By conducting pre-tests on the impact of stern structure deformation on shafting vibration after launching, optimal shafting alignment and installation process parameters can be obtained. This ensures that post-launch shafting vibration meets design and specification requirements, reduces abnormal vibration and noise issues, and guarantees the ship delivery schedule. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] Figure 1 A schematic diagram of a simulation device for the effect of tail structure deformation on shaft vibration provided in this application;

[0039] Figure 2 A flowchart of the vibration influence data test in the method for detecting the influence of tail structure deformation on shaft vibration provided in this application;

[0040] Figure 3 The flowchart of the test for determining process parameters in the method for detecting the influence of tail structure deformation on shaft vibration provided in this application;

[0041] Figure 4 A schematic diagram of the X-axis vibration acceleration on the thrust bearing housing provided in this application;

[0042] Figure 5 A schematic diagram of the Y-axis vibration acceleration on the thrust bearing housing provided in this application;

[0043] Figure 6 A schematic diagram of the Z-axis vibration acceleration on the thrust bearing housing provided in this application;

[0044] Figure 7 A schematic diagram of the structure of a detection system for the influence of tail structure deformation on shaft vibration provided in this application;

[0045] Figure 8 This is a schematic diagram of the structure of an electronic device provided in this application.

[0046] Reference numerals: 1. Multi-directional thrust application device; 2. Counterweight mechanism; 3. Rear tail bearing; 4. Tail shaft; 5. Front tail bearing; 6. Flange; 7. Intermediate shaft; 8. Thrust bearing; 81. Thrust shaft; 9. Coupling; 10. Gearbox; 11. Motor; 12. Base; 310. Vibration influence data test module; 311. Adjustment module; 312. Bearing displacement value detection module; 320. Installation process parameter determination module; 321. Offset tortuosity value measurement module; 322. Pre-deformation value calculation module; 323. Verification module. Detailed Implementation

[0047] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0048] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0049] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0050] In the description of this invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," and "connect" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0051] It should be understood that the embodiments of the present invention and the specific features in the embodiments are detailed descriptions of the technical solutions of this application, rather than limitations on the technical solutions of this application. Unless otherwise specified, the embodiments of the present application and the technical features in the embodiments can be combined with each other.

[0052] This application provides a simulation device and detection method for the influence of stern structure deformation on shafting vibration. This improves upon the technical problems in the prior art where abnormalities in shafting vibration testing after a ship is launched lead to a large workload and high construction difficulty, resulting in a long delivery cycle. It achieves the technical effect of ensuring that the shafting vibration after launching meets design and specification requirements, reducing the occurrence of abnormal vibration and noise problems, and guaranteeing the delivery cycle.

[0053] The technical solution of this application embodiment is to solve the above-mentioned technical problems, and the general idea is as follows:

[0054] First, a bench simulation device is set up to acquire the influence of stern structure deformation on shafting vibration. This simulates the shafting's state after launching, allowing for experimental testing. Pre-set data from the simulation device is then analyzed or calculated. By conducting pre-tests on the impact of stern structure deformation on shafting vibration after launching, optimal shafting alignment and installation process parameters can be obtained. This ensures that post-launch shafting vibration meets design and specification requirements, reduces abnormal vibration and noise issues, and guarantees the ship delivery schedule.

[0055] In the embodiments of this application, the following are provided: Figure 1 A simulation device for the effect of tail structure deformation on shaft vibration is shown, comprising: a base 12, a multi-directional thrust application device 1 mounted on the base 12 and connected in sequence, a tail shaft 4, a thrust shaft 81, a thrust bearing 8, and a motor 11; the tail shaft 4 is connected to the thrust shaft 81 via a flange 6; a counterweight mechanism 2 for simulating the weight of the propeller is provided on one end of the tail shaft 4 near the multi-directional thrust application device 1; and the thrust of the propeller is simulated by the multi-directional thrust application device 1; the tail shaft 4 is connected to the base 12 via multiple bearings; the rear tail shaft 4 bearing closest to the counterweight mechanism 2 is connected to the base 12 via a height adjustment mechanism.

[0056] It should be noted that the purpose of the base 12 is to support all the equipment. The multi-directional thrust application device 1 is used to simulate the thrust provided by the propeller. The multi-directional thrust application device 1 applies thrust in multiple directions to the tail shaft 4 to simulate the thrust of the propeller in multiple directions. It can be other thrust generating devices, including but not limited to hydraulic push rods or high-thrust linear motors. For example, a bearing is sleeved at the end of the tail shaft 4, and multiple hydraulic push rods push the end of the tail shaft 4 to achieve the effect of simulating thrust. The counterweight mechanism 2 is used to simulate the weight of the propeller. It can be simulated by, but not limited to, directly placing the propeller disk. The motor 11 drives the gearbox 10 to drive the intermediate shaft 7 and the tail shaft 4 to rotate, simulating the movement process of the shaft system. The tail shaft 4 and the bearing connected to the base 12 are for the normal rotation of the tail shaft 4. The aft tail bearing 3 is the target device that needs to be controlled in this experiment. It mainly uses the height adjustment mechanism to control the vertical height of the aft tail bearing 3 to simulate the deformation of the tail structure of the shaft system. The height adjustment mechanism can be achieved by setting shims and adjusting the height of the tail bearing 3 by controlling the thickness of the shims, or by using, for example, lifting equipment or hydraulic push equipment to achieve automated height adjustment.

[0057] It should also be noted that the vibration acceleration at each bearing must meet a signal-to-noise ratio of 6dB or higher to satisfy the low-noise requirement. The motor 11 can be connected to other shafts using coupling 9.

[0058] Furthermore, the above-mentioned device also includes one or more intermediate shafts 7 disposed between the thrust shaft 81 and the tail shaft 4.

[0059] It should be noted that the number of intermediate shafts (7) is set mainly according to the specific requirements of shaft length for different fleets.

[0060] In the embodiments of this application, the following are provided: Figure 2 The method shown is for detecting the influence of tail structure deformation on shaft vibration. The method includes a simulation device for the influence of tail structure deformation on shaft vibration, and its specific steps are as follows:

[0061] Step S101: Change the vertical position of the rear tail bearing 3 by adjusting the height of the height adjustment mechanism.

[0062] It should be noted that the deformation of the stern structure is converted into the displacement of the aft bearing 3. Different bearing displacement values ​​(i.e., changes in the height of the aft bearing 3) are used to simulate the impact of stern structure deformation on shaft vibration. Based on actual ship tests or simulation calculations of stern structure deformation data, i.e., the maximum deformation at the position of the aft bearing 3 when the dock condition is relative to the slipway condition, the direction is downward, and the deformation gradually decreases towards the bow. The corresponding value within this data range is taken as the displacement value for the shaft system condition. The height adjustment mechanism is adjusted to change the displacement of the aft bearing 3, simulating the impact of stern structure deformation on the shaft system condition.

[0063] Step S102: Under different axial conditions, adjust the rotational speed of the shaft system, measure the gyroscopic vibration, shaft center trajectory and vibration acceleration of the corresponding test points of each bearing seat of the shaft system under different rotational speeds and the thrust of the multi-directional thrust application device 1, and analyze to obtain the bearing displacement value that meets the preset requirements of the shaft system vibration.

[0064] It should be noted that the bearing displacement value that meets the preset requirements is the bearing displacement value with the best shaft vibration, that is, the bearing displacement value with the least impact on shaft vibration.

[0065] Furthermore, such as Figure 3 As shown, the above method also includes:

[0066] Step S201: Measure the flange offset and flange tortuosity values ​​in the aligned and disconnected states of flange 6;

[0067] It should be noted that, while keeping the attitudes of the front and rear bearings 5 ​​and thrust bearing 8 unchanged, the displacement value of the rear bearing 3 is adjusted, i.e., the height adjustment mechanism is adjusted, thereby achieving the purpose of lowering the rear bearing 3. After the rear bearing 3 is adjusted into place, the flange 6 is disconnected, and the actual offset and tortuosity values ​​of the flange 6 are measured.

[0068] Step S202: Select the initial offset value between the tail shaft 4 and the intermediate shaft 7 and the flange offset value corresponding to the minimum influence of shaft vibration during the test to obtain the pre-deformation value of the flange 6.

[0069] It should be noted that the initial offset value is the offset value when the height is not adjusted, which is also the optimal offset value between tail shaft 4 and intermediate shaft 7.

[0070] Step S203: Verify the above pre-deformation value. After verifying that it meets the preset requirements, use the corresponding displacement value, offset value and tortuosity value as subsequent shaft alignment and installation process parameters.

[0071] It should be noted that the purpose of the verification is to calculate the obtained pre-deformation values, which can then be used as parameters for shaft alignment and installation processes. This ensures that the shaft vibration after launching meets design and specification requirements, reduces the occurrence of abnormal vibration and noise problems, and guarantees the delivery schedule.

[0072] Furthermore, the steps of measuring the flange offset and flange tortuosity values ​​in the aligned and disconnected states of the flange 6 further include: maintaining the flange offset and tortuosity values ​​at a preset accuracy; changing the vertical position of the rear bearing 3 by adjusting the height of the height adjustment mechanism; disconnecting the flange 6 and measuring the flange offset and flange tortuosity values ​​at this time.

[0073] It should be noted that the offset and tortuosity values ​​of flange 6 should be kept at the preset accuracy, that is, to maintain the highest accuracy requirement during operation, with the offset value controlled within 0.05mm; and flange 6 should be disconnected to measure the actual flange offset and tortuosity values ​​at this time.

[0074] Furthermore, the above-mentioned step of obtaining the pre-deformation values ​​of the 6 pairs of flanges also includes:

[0075] Return flange 6 to its centering state, add the initial offset value and the flange offset value to obtain the pre-deformation value for flange 6 centering.

[0076] Furthermore, the steps for verifying the aforementioned pre-deformation values ​​also include:

[0077] The rear tail bearing 3 is moved vertically by adjusting the height adjustment mechanism. Under the alignment condition, the flange offset value is the pre-deformation value. The displacement value of the rear tail bearing 3 is reduced by a preset value. The flange is connected, and the gyroscopic vibration, shaft center trajectory, and vibration acceleration of the corresponding measuring points of each bearing and base 12 under different speeds and corresponding thrusts are measured to verify that the shaft system is in the preset vibration state.

[0078] It should be noted that by adjusting the bearing displacement, the flange offset value under the alignment condition is the pre-deformation value. Then, the displacement value of the rear tail bearing 3 is reduced, and the flange 6 is connected. The gyroscopic vibration, shaft center trajectory, and vibration acceleration of corresponding measuring points of each bearing and base 12 are measured under different speeds and corresponding thrusts to verify that the shaft system is in an optimal vibration state, that is, the shaft system is in a state that meets the design requirements for vibration. The displacement value and offset tortuosity value under this state are used as the subsequent shaft alignment and installation process parameters to ensure that the shaft system vibration after launching meets the design and specification requirements.

[0079] The following explanation is based on specific experimental data:

[0080] Based on simulation calculations of the stern structure deformation data, the maximum deformation at position 3 of the stern bearing is approximately 5mm when the hull is in dock condition relative to the slipway condition. Values ​​within this range are taken as the displacement values ​​for the shafting system, and the displacement of stern bearing 3 is adjusted accordingly. Under different shafting conditions, the shafting speed is adjusted, and the gyroscopic vibration, shaft center trajectory, and vibration acceleration at corresponding measuring points on each bearing housing are measured under different speeds and corresponding thrusts. Analysis reveals that the optimal bearing displacement values ​​for shafting vibration are -2mm and -5mm.

[0081] Maintain the offset and tortuosity values ​​of flange 6 to the highest accuracy requirements, with the offset value controlled within 0.05mm, as shown in the first row of the table below. Keep the attitudes of the front and rear bearings 5 ​​and thrust bearing 8 unchanged, and adjust the displacement values ​​of the rear bearing 3 to -2mm and -5mm respectively. After adjusting the rear bearing 3 to -2mm and -5mm respectively, disconnect the tail shaft and intermediate shaft 7 from flange 6, and measure the actual offset and tortuosity values ​​of flange 6, as shown in the second and third rows of the table below.

[0082]

[0083]

[0084] It should be noted that the data in the table takes into account the 0.59mm sag of tail shaft 4.

[0085] When the tail bearing 3 descends by 2mm and 5mm, the offset values ​​of flange 6 are 0.02mm and 1.155mm respectively, with tail shaft 4 higher than intermediate shaft 7. Therefore, during the process of tail bearing 3 descending from 0mm to 2mm, flange 6 connected to tail shaft 4 rises relative to flange 6 connected to intermediate shaft 7 by 0.62mm and 1.755mm. Thus, considering the 0.59mm sag of tail shaft 4, in the pre-control of tail bearing 3 displacement conditions, the vertical offsets of tail shaft 4 and intermediate shaft 7 flange 6 are adjusted to 1.21mm and 2.345mm respectively, with intermediate shaft 7 higher than tail shaft 4, as the control target for shaft system status.

[0086] The shaft system was restored to its initial alignment state. By adjusting the bearing displacement, the flange offset under straight alignment conditions was made 1.21 mm, with the intermediate shaft 7 higher than the tail shaft 4. Then, the tail bearing 3 was lowered by 2 mm, and flange 6 was connected. The gyroscopic vibration, shaft center trajectory, and vibration acceleration of corresponding measuring points on each bearing and base 12 were measured under different speeds and corresponding thrusts. Taking the XYZ three-dimensional vibration acceleration measuring point on the thrust bearing 8 as an example, the overall vibration acceleration level before and after the implementation of pre-control measures was compared. Figure 4 , Figure 5 and Figure 6As shown, it can be seen that with the rear tail bearing 3 displaced, the vibrations in the X, Y, and Z directions of the thrust bearing 8 are reduced after the pre-control measures are implemented compared to before the measures were taken. The pre-deformation measures have a significant effect on reducing the vibration of the thrust bearing 8. Therefore, the displacement values ​​of -2mm and -5mm and the corresponding offset tortuosity values ​​can be used as the process parameters for subsequent shaft alignment and installation.

[0087] Based on the same inventive concept, embodiments of this application provide a detection system for the influence of tail structure deformation on shaft vibration, such as... Figure 7 As shown, it includes: a simulation device for the influence of tail structure deformation on shaft vibration and a vibration influence data test module 310 for controlling the device;

[0088] The aforementioned vibration influence data test module 310 includes:

[0089] Adjustment module 311 is used to change the vertical position of the rear tail bearing 3 by adjusting the height of the height adjustment mechanism.

[0090] The bearing displacement detection module 312 is used to adjust the rotational speed of the shaft system under different axial conditions, measure the gyroscopic vibration, shaft center trajectory and vibration acceleration of the corresponding test points of each bearing seat of the shaft system under different rotational speeds and the thrust of the multi-directional thrust application device 1, and analyze to obtain the bearing displacement value that meets the preset requirements of the shaft system vibration.

[0091] Furthermore, the above system also includes an installation process parameter determination module 320; the installation process parameter determination module 320 includes:

[0092] The offset and tortuosity measurement module 321 is used to measure the flange offset and tortuosity values ​​in the aligned and disconnected states of flange 6.

[0093] The pre-deformation value calculation module 322 is used to select the initial offset value between the tail shaft 4 and the intermediate shaft 7 and the flange offset value corresponding to the minimum influence of shaft vibration during the test, so as to obtain the pre-deformation value of the flange 6.

[0094] The verification module 323 is used to verify the above-mentioned pre-deformation value. After the verification meets the preset requirements, the corresponding displacement value, offset value and tortuosity value are used as subsequent shaft alignment and installation process parameters.

[0095] Based on the same inventive concept, this embodiment provides an electronic device, such as... Figure 8 As shown, it includes: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements a method for detecting the influence of tail structure deformation on shaft vibration.

[0096] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0097] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0098] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0099] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including both the preferred embodiments and all changes and modifications falling within the scope of the invention.

[0100] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A method for detecting the influence of tail structure deformation on shaft vibration, characterized in that, The method includes a device for simulating the effect of tail structure deformation on shaft vibration; The device includes: A base, a multi-directional thrust application device mounted on the base and connected in sequence, a tail shaft, a thrust shaft, a thrust bearing, and a motor; The tail shaft is connected to the thrust shaft via a flange; The tail shaft is provided with a counterweight mechanism for simulating the weight of the propeller at one end near the multi-directional thrust application device; and the thrust of the propeller is simulated through the multi-directional thrust application device. The tail shaft is connected to the base via multiple bearings; the rear tail bearing closest to the counterweight mechanism is connected to the base via a height adjustment mechanism. The simulation device also includes a plurality of intermediate shafts disposed between the thrust shaft and the tail shaft; The method includes: The vertical position of the rear tail bearing can be changed by adjusting the height of the height adjustment mechanism. Under different axial conditions, the rotational speed of the shaft system is adjusted, and the gyroscopic vibration, shaft center trajectory, and vibration acceleration of the corresponding test points of each bearing seat of the shaft system under different rotational speeds and the thrust of the corresponding multi-directional thrust application device are measured to obtain the bearing displacement value that meets the preset requirements of the shaft system vibration. The method further includes: Measure the flange offset and flange bend values ​​in both the aligned and disconnected states; The initial offset value between the tail shaft and the intermediate shaft and the flange offset value corresponding to the minimum influence of shaft vibration are selected during the test to obtain the pre-deformation value for flange alignment. The pre-deformation value is verified. After verification that it meets the preset requirements, the corresponding displacement value, offset value and tortuosity value are used as subsequent shaft alignment and installation process parameters.

2. The method as described in claim 1, characterized in that, The steps for measuring the flange offset and flange tortuosity values ​​in the aligned and disconnected states further include: Maintain the flange's offset and tortuosity values ​​to a preset accuracy; The position of the rear tail bearing in the vertical direction is changed by adjusting the height of the height adjustment mechanism; the flange is disconnected, and the flange offset and flange tortuosity values ​​are measured at this time.

3. The method as described in claim 1, characterized in that, The step of obtaining the pre-deformation value of the flange alignment further includes: The flange is restored to the alignment state, and the initial offset value and the flange offset value are added together to obtain the pre-deformation value for flange alignment.

4. The method as described in claim 1, characterized in that, The step of verifying the pre-deformation value further includes: The rear tail bearing is moved vertically by adjusting the height adjustment mechanism. Under alignment conditions, the flange offset value is the pre-deformation value. The displacement value of the rear tail bearing is reduced by a preset value. The flange is connected, and the gyroscopic vibration, shaft center trajectory, and vibration acceleration of the corresponding measuring points of each bearing and base are measured under different speeds and corresponding thrusts to verify that the shaft system is in the preset vibration state.

5. A detection system for the influence of tail structure deformation on shaft vibration, characterized in that, The system includes a device for simulating the effect of tail structure deformation on shaft vibration; The device includes: A base, a multi-directional thrust application device mounted on the base and connected in sequence, a tail shaft, a thrust shaft, a thrust bearing, and a motor; The tail shaft is connected to the thrust shaft via a flange; The tail shaft is provided with a counterweight mechanism for simulating the weight of the propeller at one end near the multi-directional thrust application device; and the thrust of the propeller is simulated through the multi-directional thrust application device. The tail shaft is connected to the base via multiple bearings; the rear tail bearing closest to the counterweight mechanism is connected to the base via a height adjustment mechanism. The simulation device also includes a plurality of intermediate shafts disposed between the thrust shaft and the tail shaft; And a vibration impact data test module for controlling the device; The vibration impact data test module includes: The adjustment module is used to change the vertical position of the rear tail bearing by adjusting the height of the height adjustment mechanism; The bearing displacement detection module is used to adjust the rotational speed of the shaft system under different axial conditions, measure the gyroscopic vibration, shaft center trajectory and vibration acceleration of the shaft system at corresponding test points of each bearing seat under different rotational speeds and the thrust of the corresponding multi-directional thrust application device, and analyze to obtain the bearing displacement value that meets the preset requirements for shaft system vibration. The system further includes an installation process parameter determination module; the installation process parameter determination module includes: The offset and tortuosity measurement module is used to measure the flange offset and tortuosity values ​​in both the aligned and disconnected states. The pre-deformation value calculation module is used to select the initial offset value between the tail shaft and the intermediate shaft and the flange offset value corresponding to the minimum influence of shaft vibration during the test, and obtain the pre-deformation value of the flange alignment. The verification module is used to verify the pre-deformation value. After the verification meets the preset requirements, the corresponding displacement value, offset value and tortuosity value are used as subsequent shaft alignment and installation process parameters.

6. An electronic device, characterized in that, The electronic device includes: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the steps of the method according to any one of claims 1 to 4.

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