A ship shafting propulsion energy efficiency monitoring system fault detection method and simulation device

Abstract

A kind of ship shafting propulsion energy efficiency monitoring system fault detection method and simulation device, first, the operating data of ship under different conditions is collected to form historical data, then real-time ship operating data is collected, the real-time condition of ship is determined, then system total energy efficiency is calculated and compared with historical data, if deviation appears and exceeds early warning value, then the torque data of each shaft section under real-time condition is called and compared with historical data, if deviation appears again and exceeds early warning value, then shaft section transmission efficiency of each shaft section is calculated respectively, then it is compared with historical data, if deviation still appears and exceeds early warning value, then it is confirmed that the shaft section has fault;In application, by collecting ship data and accumulating to form historical data as comparison benchmark during ship operation, and comparing condition with historical data in real time, the shaft section with fault is gradually screened out.Therefore, the present application can quickly identify and diagnose shafting propulsion system.

Description

Technical Field

[0001] This invention relates to a fault detection method, belonging to the field of energy efficiency monitoring and evaluation, and particularly to a fault detection method and simulation device for a ship shafting propulsion energy efficiency monitoring system. Background Technology

[0002] The ship's shafting propulsion system includes the main engine, thrust bearings, intermediate bearings, stern bearings, and propellers. First, the main engine converts the internal energy of diesel combustion in the diesel engine into mechanical energy in the shafting system. Then, through intermediate components such as thrust bearings, intermediate bearings, and stern bearings, this power is transmitted to the propeller, enabling the ship's sustainable operation. Therefore, the efficiency of the transmission of power in each intermediate component of the ship's propulsion shafting system directly affects the ship's operational stability, economy, and sustainability. Currently, due to the lack of corresponding methods and systems for monitoring the energy efficiency of ship shafting propulsion systems, it is impossible to determine the energy efficiency level of the ship's shafting system under changes in parameters such as rotational speed and shaft torque. Consequently, it is impossible to scientifically maintain the ship's shafting propulsion system to reduce energy loss. Therefore, there is an urgent need for a method for monitoring the energy efficiency of ship shafting propulsion systems to detect their energy efficiency level and quickly identify and diagnose system faults.

[0003] Patent application number 201710130604.1, filed on March 7, 2017, discloses a method and system for detecting the energy efficiency of a motor system. This method comprehensively considers motor energy-saving retrofit projects and integrates traditional motor system-related technical work into a unified detection method. It can perform real-time detection of motor system energy efficiency and real-time analysis of motor system load rate; it can fit efficiency curves based on the rated parameters of the motor equipment and compare the fitted curves with measured parameters to analyze the energy-saving potential from the dynamic performance of the motor system equipment. However, while this technical solution can detect system energy efficiency, it can only determine the state of the motor and cannot determine the location of system faults.

[0004] The information disclosed in this background section is intended only to enhance the understanding of the overall background of this application and should not be construed as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to overcome the defects and problems in the prior art that cannot quickly identify and diagnose shafting propulsion system faults, and to provide a fault detection method and simulation device for a ship shafting propulsion energy efficiency monitoring system that can quickly identify and diagnose shafting propulsion system faults.

[0006] To achieve the above objectives, the technical solution of the present invention is: a fault detection method for a ship shafting propulsion energy efficiency monitoring system, the method comprising the following steps:

[0007] Step 1: Collect the ship's operating data under different operating conditions to form historical data. The historical data includes the rotational speed, total system energy efficiency, torque of each shaft segment, and shaft transmission efficiency of each shaft segment under different operating conditions.

[0008] Step 2: Collect ship operation data in real time to determine the ship's real-time operating status;

[0009] Step 3: Calculate the total system energy efficiency based on the ship's real-time operating data to obtain the real-time total system energy efficiency, and then compare it with the total system energy efficiency in historical data; if there is a discrepancy between the two data and it exceeds the warning value, it indicates that the propulsion system shaft section has a fault; if it does not exceed the warning value, the data is stored.

[0010] Step 4: When a shaft segment of the propulsion system malfunctions, the system retrieves the torque data of each shaft segment under real-time operating conditions and compares it with the torque of each shaft segment in historical data. If at least one of the shaft segments deviates and exceeds the warning value, it indicates that at least one of the shaft segments may be malfunctioning. If the warning value is not exceeded, the data is stored.

[0011] Step 5: When at least one of the shaft segments may be faulty, the transmission efficiency of the potentially faulty shaft segment is calculated to obtain the transmission efficiency of the shaft segment under real-time operating conditions. Then, it is compared with the transmission efficiency of the shaft segment in historical data. If there is a deviation between the two data and it exceeds the warning value, it means that the shaft segment is faulty, and the system will issue a fault alarm to complete the fault detection. If it does not exceed the warning value, the data is stored.

[0012] In step one, collecting ship operating data under different operating conditions to form historical data means:

[0013] By collecting ship operation data, including rotational speed and torque of each shaft segment, the transmission efficiency of the shaft segment and the overall system energy efficiency are calculated to obtain the transmission efficiency of each shaft segment and the overall system energy efficiency. This process is repeated several times to obtain operating data under different working conditions, which is then stored to form historical data.

[0014] In step two, real-time collection of ship operation data to determine the ship's real-time operating condition refers to:

[0015] First, during the ship's operation, real-time ship operation data, including rotational speed and torque of each shaft segment, is collected. Then, it is compared with the total system energy efficiency in historical data to confirm the ship's real-time operating condition. If the ship's real-time operating condition can be confirmed, the total system energy efficiency is calculated. If the ship's real-time operating condition cannot be confirmed, the data is stored to accumulate historical data.

[0016] In step three, calculating the total system energy efficiency based on the ship's real-time operating data to obtain the real-time total system energy efficiency, and then comparing it with the total system energy efficiency in historical data, means:

[0017] First, the total system energy efficiency is calculated based on the ship's real-time operating data to obtain the real-time total system energy efficiency. Then, it is compared with the total system energy efficiency in historical data. If there is a deviation between the two data and it exceeds the warning value, it indicates that there is a fault in the propulsion system shaft section. If there is a deviation between the two data but it does not exceed the warning value, the data is stored to accumulate historical data.

[0018] In step four, when a shaft segment of the propulsion system malfunctions, the system retrieves the torque data of each shaft segment under real-time operating conditions and compares it with the torque of each shaft segment in historical data.

[0019] When a shaft section of the propulsion system malfunctions, the system retrieves the torque data of each shaft section under real-time operating conditions and compares it with the torque of each shaft section in historical data. If at least one shaft section deviates from the historical data and exceeds the warning value, it means that at least one shaft section may be malfunctioning. If there is a deviation but it does not exceed the warning value, the data is stored to accumulate historical data.

[0020] If multiple axis segments deviate from historical data and exceed the warning value, it indicates that multiple axis segments may be faulty; if there is a deviation but does not exceed the warning value, the data of the axis segments that do not exceed the warning value will be stored to accumulate historical data.

[0021] In step five, when at least one of the shaft segments may have a fault, the transmission efficiency of the potentially faulty shaft segment is calculated to obtain the transmission efficiency of that shaft segment under real-time operating conditions. Then, this efficiency is compared with the historical transmission efficiency of that shaft segment.

[0022] When at least one of the shaft segments may be faulty, the transmission efficiency of that shaft segment is calculated to obtain the transmission efficiency of that shaft segment under real-time operating conditions. Then, it is compared with the transmission efficiency of that shaft segment in historical data. If there is a deviation between the two data and it exceeds the warning value, it means that there is a fault in that shaft segment, and the system will issue a fault alarm and complete the fault detection. If there is a deviation but it does not exceed the warning value, the data is stored to accumulate historical data.

[0023] If multiple shaft segments may be faulty, the transmission efficiency of each shaft segment is calculated separately to obtain the transmission efficiency of multiple shaft segments under real-time operating conditions. Then, it is compared with the transmission efficiency of the same shaft segment in historical data. If there is a deviation between the two data and it exceeds the warning value, it means that the shaft segment is faulty, and the system will issue a fault alarm to complete the fault detection. If there is a deviation but it does not exceed the warning value, the data of the shaft segments that do not exceed the warning value are stored to accumulate historical data.

[0024] The accumulation of historical data refers to the process of summing and averaging the stored data with historical data to continuously accumulate and update the ship's operational data, forming new historical data.

[0025] The transmission efficiency of the shaft segment is calculated as follows:

[0026] First, the real-time output torque of each shaft segment is collected, and the output power of each shaft segment is calculated using the following formula:

[0027]

[0028]

[0029]

[0030] Where: n is the shaft speed; T1, T2, and T3 are the real-time output torques at the output ends of each shaft segment; P1, P2, and P3 are the output power of each shaft segment.

[0031] Then, based on the output power of each shaft segment, the transmission efficiency of each shaft segment is calculated using the following formula:

[0032]

[0033]

[0034]

[0035] Where: η1, η2, and η3 are the transmission efficiencies of each bearing; P out P represents the output power. in This refers to the input power.

[0036] The overall energy efficiency of the system is calculated as follows:

[0037] First, based on the transmission efficiency of each shaft segment, the output power of the ship's shafting system is calculated using the following formula:

[0038] P = P in *η1*η2*η3;

[0039] Where: P is the output power of the propeller; P in The rated output power of the power source;

[0040] Then, based on the output power of the ship's shafting system, the efficiency of the ship's shafting propulsion system, i.e., the total system energy efficiency, is calculated using the following formula:

[0041]

[0042] Where: η 系统 The total energy efficiency of the system; P out P is the output power of the ship's shafting output end; in η1, η3, and η4 represent the rated output power of the power source; η1, η3, and η4 represent the transmission efficiency of each shaft segment, respectively.

[0043] A simulation device for fault detection in a ship shafting propulsion efficiency monitoring system includes a main engine box, a thrust bearing, an intermediate bearing, a stern bearing, and a propeller connected in sequence. A first torque sensor is installed on the output end of the thrust bearing between the thrust bearing and the intermediate bearing. A second torque sensor is installed on the output end of the intermediate bearing between the intermediate bearing and the stern bearing. A third torque sensor is installed on the output end of the stern bearing between the stern bearing and the propeller. The first, second, and third torque sensors are all electrically connected to a computer.

[0044] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0045] 1. In the fault detection method of a ship shafting propulsion energy efficiency monitoring system of the present invention, the operating data of the ship under different operating conditions is first collected to form historical data. Then, the ship's operating data is collected in real time to determine the ship's real-time operating condition. Subsequently, the total energy efficiency of the system is calculated and compared with the historical data. If a deviation occurs and exceeds the warning value, the torque data of each shaft segment under the real-time operating condition is retrieved and compared with the historical data. If a deviation occurs again and exceeds the warning value, the shaft segment transmission efficiency is calculated for each shaft segment separately and then compared with the historical data. If a deviation still occurs and exceeds the warning value, the shaft segment is confirmed to be faulty. In application, this design accumulates historical data by collecting the ship's transportation data as a comparison benchmark, and compares the operating condition with the historical data in real time, gradually filtering out the shaft segments with faults. Fault identification and diagnosis can be completed during ship operation. Therefore, the present invention can quickly identify and diagnose faults in the shafting propulsion system.

[0046] 2. In the fault detection method of the ship shafting propulsion energy efficiency monitoring system of the present invention, the stored data is summed and averaged with historical data to continuously accumulate and update the ship's operating data, forming new historical data. In application, this design continuously stores and accumulates data when no fault occurs, updating the ship's baseline data in real time. This avoids fault detection deviations caused by differences between outdated data and actual conditions, ensuring the accuracy of fault detection. Therefore, the fault detection accuracy of the present invention is high.

[0047] 3. The fault detection simulation device for a ship shafting propulsion efficiency monitoring system of the present invention includes a main engine box, a thrust bearing, an intermediate bearing, a stern bearing, and a propeller connected in sequence. A first torque sensor is installed at the output end of the thrust bearing, a second torque sensor is installed at the output end of the intermediate bearing, and a third torque sensor is installed at the output end of the stern bearing. The first, second, and third torque sensors are all electrically connected to a computer. In application, this design uses a simulation device to simulate the fault detection method in advance, confirming the effectiveness of the fault detection method and improving the accuracy of fault detection. Furthermore, the simulation device can accumulate historical data for different ship types, ensuring the proactive nature of fault detection. Both of these factors work together to ensure the safe operation of the ship. Therefore, the present invention not only has high accuracy but also ensures the safe operation of the ship. Attached Figure Description

[0048] Figure 1 This is a schematic diagram of the method steps of the present invention.

[0049] Figure 2 This is a schematic diagram of the simulation device in this invention.

[0050] Figure 3 This is a schematic diagram of the fault detection method of the present invention.

[0051] In the diagram: 1. Main unit housing; 2. Thrust bearing; 21. Thrust bearing output end; 3. First torque sensor; 4. Intermediate bearing; 41. Intermediate bearing output end; 5. Second torque sensor; 6. Stern bearing; 61. Stern bearing output end; 7. Third torque sensor; 8. Propeller; 9. Computer. Detailed Implementation

[0052] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0053] See Figure 1 — Figure 3 A fault detection method for a ship shafting propulsion energy efficiency monitoring system, the method comprising the following steps:

[0054] Step 1: Collect the ship's operating data under different operating conditions to form historical data. The historical data includes the rotational speed, total system energy efficiency, torque of each shaft segment, and shaft transmission efficiency of each shaft segment under different operating conditions.

[0055] Step 2: Collect ship operation data in real time to determine the ship's real-time operating status;

[0056] Step 3: Calculate the total system energy efficiency based on the ship's real-time operating data to obtain the real-time total system energy efficiency, and then compare it with the total system energy efficiency in historical data; if there is a discrepancy between the two data and it exceeds the warning value, it indicates that the propulsion system shaft section has a fault; if it does not exceed the warning value, the data is stored.

[0057] Step 4: When a shaft segment of the propulsion system malfunctions, the system retrieves the torque data of each shaft segment under real-time operating conditions and compares it with the torque of each shaft segment in historical data. If at least one of the shaft segments deviates and exceeds the warning value, it indicates that at least one of the shaft segments may be malfunctioning. If the warning value is not exceeded, the data is stored.

[0058] Step 5: When at least one of the shaft segments may be faulty, the transmission efficiency of the potentially faulty shaft segment is calculated to obtain the transmission efficiency of the shaft segment under real-time operating conditions. Then, it is compared with the transmission efficiency of the shaft segment in historical data. If there is a deviation between the two data and it exceeds the warning value, it means that the shaft segment is faulty, and the system will issue a fault alarm to complete the fault detection. If it does not exceed the warning value, the data is stored.

[0059] In step one, collecting ship operating data under different operating conditions to form historical data means:

[0060] By collecting ship operation data, including rotational speed and torque of each shaft segment, the transmission efficiency of the shaft segment and the overall system energy efficiency are calculated to obtain the transmission efficiency of each shaft segment and the overall system energy efficiency. This process is repeated several times to obtain operating data under different working conditions, which is then stored to form historical data.

[0061] In step two, real-time collection of ship operation data to determine the ship's real-time operating condition refers to:

[0062] First, during the ship's operation, real-time ship operation data, including rotational speed and torque of each shaft segment, is collected. Then, it is compared with the total system energy efficiency in historical data to confirm the ship's real-time operating condition. If the ship's real-time operating condition can be confirmed, the total system energy efficiency is calculated. If the ship's real-time operating condition cannot be confirmed, the data is stored to accumulate historical data.

[0063] In step three, calculating the total system energy efficiency based on the ship's real-time operating data to obtain the real-time total system energy efficiency, and then comparing it with the total system energy efficiency in historical data, means:

[0064] First, the total system energy efficiency is calculated based on the ship's real-time operating data to obtain the real-time total system energy efficiency. Then, it is compared with the total system energy efficiency in historical data. If there is a deviation between the two data and it exceeds the warning value, it indicates that there is a fault in the propulsion system shaft section. If there is a deviation between the two data but it does not exceed the warning value, the data is stored to accumulate historical data.

[0065] In step four, when a shaft segment of the propulsion system malfunctions, the system retrieves the torque data of each shaft segment under real-time operating conditions and compares it with the torque of each shaft segment in historical data.

[0066] When a shaft section of the propulsion system malfunctions, the system retrieves the torque data of each shaft section under real-time operating conditions and compares it with the torque of each shaft section in historical data. If at least one shaft section deviates from the historical data and exceeds the warning value, it means that at least one shaft section may be malfunctioning. If there is a deviation but it does not exceed the warning value, the data is stored to accumulate historical data.

[0067] If multiple axis segments deviate from historical data and exceed the warning value, it indicates that multiple axis segments may be faulty; if there is a deviation but does not exceed the warning value, the data of the axis segments that do not exceed the warning value will be stored to accumulate historical data.

[0068] In step five, when at least one of the shaft segments may have a fault, the transmission efficiency of the potentially faulty shaft segment is calculated to obtain the transmission efficiency of that shaft segment under real-time operating conditions. Then, this efficiency is compared with the historical transmission efficiency of that shaft segment.

[0069] When at least one of the shaft segments may be faulty, the transmission efficiency of that shaft segment is calculated to obtain the transmission efficiency of that shaft segment under real-time operating conditions. Then, it is compared with the transmission efficiency of that shaft segment in historical data. If there is a deviation between the two data and it exceeds the warning value, it means that there is a fault in that shaft segment, and the system will issue a fault alarm and complete the fault detection. If there is a deviation but it does not exceed the warning value, the data is stored to accumulate historical data.

[0070] If multiple shaft segments may be faulty, the transmission efficiency of each shaft segment is calculated separately to obtain the transmission efficiency of multiple shaft segments under real-time operating conditions. Then, it is compared with the transmission efficiency of the same shaft segment in historical data. If there is a deviation between the two data and it exceeds the warning value, it means that the shaft segment is faulty, and the system will issue a fault alarm to complete the fault detection. If there is a deviation but it does not exceed the warning value, the data of the shaft segments that do not exceed the warning value are stored to accumulate historical data.

[0071] The accumulation of historical data refers to the process of summing and averaging the stored data with historical data to continuously accumulate and update the ship's operational data, forming new historical data.

[0072] The transmission efficiency of the shaft segment is calculated as follows:

[0073] First, the real-time output torque of each shaft segment is collected, and the output power of each shaft segment is calculated using the following formula:

[0074]

[0075]

[0076]

[0077] Where: n is the shaft speed; T1, T2, and T3 are the real-time output torques at the output ends of each shaft segment; P1, P2, and P3 are the output power of each shaft segment.

[0078] Then, based on the output power of each shaft segment, the transmission efficiency of each shaft segment is calculated using the following formula:

[0079]

[0080]

[0081]

[0082] Where: η1, η2, and η3 are the transmission efficiencies of each bearing; P out P represents the output power. in This refers to the input power.

[0083] The overall energy efficiency of the system is calculated as follows:

[0084] First, based on the transmission efficiency of each shaft segment, the output power of the ship's shafting system is calculated using the following formula:

[0085] P = P in *η1*η2*η3;

[0086] Where: P is the output power of the propeller; P in The rated output power of the power source;

[0087] Then, based on the output power of the ship's shafting system, the efficiency of the ship's shafting propulsion system, i.e., the total system energy efficiency, is calculated using the following formula:

[0088]

[0089] Where: η 系统 The total energy efficiency of the system; P out P is the output power of the ship's shafting output end; in η1, η2, and η3 represent the rated output power of the power source; η1, η2, and η3 represent the transmission efficiency of each shaft segment.

[0090] A simulation device for fault detection in a ship shafting propulsion efficiency monitoring system includes a main engine housing 1, a thrust bearing 2, an intermediate bearing 4, a stern bearing 6, and a propeller 8 connected in sequence. A first torque sensor 3 is installed on the output end 21 of the thrust bearing between the thrust bearing 2 and the intermediate bearing 4. A second torque sensor 5 is installed on the output end 41 of the intermediate bearing between the intermediate bearing 4 and the stern bearing 6. A third torque sensor 7 is installed on the output end 61 of the stern bearing between the stern bearing 6 and the propeller 8. The first torque sensor 3, the second torque sensor 5, and the third torque sensor 7 are all electrically connected to a computer 9.

[0091] The principle of this invention is explained as follows:

[0092] In this invention, since there are many parts on each shaft section of the ship, manual inspection is more detailed and comprehensive than computer detection of fault location. The computer determines the range of shaft sections with faults, and the shaft sections that need to be repaired are subjected to detailed manual inspection to determine the type of fault. The faulty shaft sections are then repaired and maintained to ensure the stability and safety of the ship's navigation.

[0093] Example 1:

[0094] See Figure 1 — Figure 3 A fault detection method for a ship shafting propulsion energy efficiency monitoring system, the method comprising the following steps:

[0095] In this embodiment, a shaft propulsion system including a thrust bearing, an intermediate bearing, and a stern bearing is used as an example. The warning value is set according to the requirements, and in this example, it is set to 5%.

[0096] Step 1: Collect ship operation data, including rotational speed and torque of each shaft segment, and repeat several times;

[0097] First test: Condition A, the rated output power of the power source is 100% MCR (maximum continuous operating condition), the value is 7500KW, the speed is 178RPM, the torque at the output end of the thrust bearing is 342.03KN.M, the torque at the output end of the intermediate bearing is 307.83KN.M, and the torque at the output end of the stern bearing is 270.89KN.M;

[0098] Second test: Condition B, the rated output power of the power source is 75% MCR, which is 5625KW, the speed is 160RPM, the torque at the output end of the thrust bearing is 288.74KN.M, the torque at the output end of the intermediate bearing is 245.43KN.M, and the torque at the output end of the stern bearing is 213.52KN.M;

[0099] Third time: Operating condition C, the rated output power of the power source is 50% MCR, the value is 3750KW, the speed is 150RPM, the torque at the output end of the thrust bearing is 195.78KN.M, the torque at the output end of the intermediate bearing is 172.29KN.M, and the torque at the output end of the stern bearing is 146.45KN.M;

[0100] The Nth time...;

[0101] Then, calculations are performed separately to obtain the transmission efficiency of each shaft segment and the overall system energy efficiency.

[0102] The transmission efficiency of the shaft segment is calculated as follows:

[0103] First, the real-time output torque of each shaft segment is collected, and the output power of each shaft segment is calculated using the following formula:

[0104]

[0105]

[0106]

[0107] Where: n is the shaft speed; T1, T2, and T3 are the real-time output torques at the output ends of each shaft segment; P1, P2, and P3 are the output power of each shaft segment.

[0108] Then, based on the output power of each shaft segment, the transmission efficiency of each shaft segment is calculated using the following formula:

[0109]

[0110]

[0111]

[0112] Where: η1, η2, and η3 are the transmission efficiencies of each bearing; P out P represents the output power. in Input power;

[0113] The overall energy efficiency of the system is calculated as follows:

[0114] First, based on the transmission efficiency of each shaft segment, the output power of the ship's shafting system is calculated using the following formula:

[0115] P = P in *η1*η2*η3;

[0116] Where: P is the output power of the propeller; P in The rated output power of the power source;

[0117] Then, based on the output power of the ship's shafting system, the efficiency of the ship's shafting propulsion system, i.e., the total system energy efficiency, is calculated using the following formula:

[0118]

[0119] Where: η 系统 The total energy efficiency of the system; P out P is the output power at the output end of the ship's shafting system. in η1, η2, and η3 represent the rated output power of the power source; η1, η2, and η3 represent the transmission efficiency of each shaft segment, respectively.

[0120] Calculations show that the thrust bearing transmission efficiency under operating condition A is approximately 0.85, the intermediate bearing output efficiency is approximately 0.9, the stern bearing output efficiency is approximately 0.88, and the total energy efficiency of the propulsion system is approximately 0.67.

[0121] Under operating condition B, the thrust bearing transmission efficiency is approximately 0.86, the intermediate bearing output efficiency is approximately 0.85, the stern bearing output efficiency is approximately 0.87, and the overall propulsion system efficiency is approximately 0.64.

[0122] Under operating condition C, the thrust bearing transmission efficiency is approximately 0.82, the intermediate bearing output efficiency is approximately 0.88, the stern bearing output efficiency is approximately 0.85, and the overall propulsion system efficiency is approximately 0.61.

[0123] Finally, the above data is stored to form historical data;

[0124] Step 2: Collect ship operation data in real time to determine the ship's real-time operating status;

[0125] First reading: The system reads the current rotational speed as 176 RPM, the thrust bearing output torque as 345.92 KN.M, the intermediate bearing output torque as 311.33 KN.M, and the stern bearing output torque as 270.86 KN.M; comparing with the operating conditions stored in the historical data, it can be determined that the ship's shafting operating condition is 100% MCR, which is operating condition A;

[0126] Then, the total system energy efficiency is calculated. The calculated total system energy efficiency for this real-time event is approximately 0.67. This is then compared with the total system energy efficiency in historical data. After comparison, the data deviation between the two is small and does not exceed the warning value. Therefore, this data is stored to accumulate historical data.

[0127] Example 2:

[0128] The basic content is the same as in Example 1, except that:

[0129] Second reading: The system reads the current rotational speed as 158 RPM, the thrust bearing output torque as 254.99 KN.M, the intermediate bearing output torque as 216.74 KN.M, and the stern bearing output torque as 188.56 KN.M; comparing with the operating conditions stored in the historical data, it can be determined that the ship's shafting operating condition is 75% MCR, which is operating condition B;

[0130] Then, the total system energy efficiency was calculated. The calculated real-time total system energy efficiency was approximately 0.55. It was then compared with the total system energy efficiency in historical data. The comparison showed that the deviation between the real-time total system energy efficiency and the historical data was approximately 14%, which exceeded the warning value, indicating that a fault had occurred in the propulsion system shaft section.

[0131] Step 4: When a shaft section of the propulsion system malfunctions, the system retrieves the torque data of each shaft section under real-time operating conditions and compares it with the torque of each shaft section in historical data. After comparison, the output torque of the thrust bearing, the output torque of the intermediate bearing, and the output torque of the stern bearing all deviate by approximately 11% from the historical data, exceeding the warning value. This indicates that the thrust bearing, intermediate bearing, and stern bearing may all be malfunctioning.

[0132] Step 5: When each shaft segment may have a fault, calculate the transmission efficiency of each shaft segment based on the transmission efficiency of each segment. The calculated transmission efficiency of the thrust bearing is approximately 0.75, the intermediate bearing is approximately 0.85, and the stern bearing is approximately 0.87. Then, compare these values ​​with the transmission efficiency of each shaft segment in the historical data. The comparison shows that the deviation of the thrust bearing transmission efficiency from the historical data is approximately 11%, which exceeds the warning value. Therefore, it can be confirmed that the thrust bearing has a fault, the system will issue an alarm, complete the fault detection, and store the shaft segment data of the intermediate bearing and the stern bearing to accumulate historical data.

[0133] Example 3:

[0134] The basic content is the same as in Example 2, except that:

[0135] Third time: The system reads the current rotational speed as 154 RPM, the thrust bearing output torque as 190.69 KN.M, the intermediate bearing output torque as 148.74 KN.M, and the stern bearing output torque as 126.43 KN.M, with an efficiency of approximately 0.54. By comparing the operating conditions stored in the historical data, it can be determined that the ship's shafting operating condition is 50% MCR, which is operating condition C.

[0136] Then, the total system energy efficiency was calculated. The calculated real-time total system energy efficiency was approximately 0.54. It was then compared with the total system energy efficiency in historical data. The comparison showed that the real-time total system energy efficiency deviated by approximately 11% from the historical data, which exceeded the warning value, indicating that a fault had occurred in the propulsion system shaft section.

[0137] Step 4: When a shaft segment of the propulsion system malfunctions, the system retrieves the torque data of each shaft segment under real-time operating conditions and compares it with the torque of each shaft segment in historical data. After comparison, the torque at the output end of the intermediate bearing and the torque at the output end of the stern bearing both deviate by about 13% from the historical data, exceeding the warning value. This indicates that there may be a malfunction in the intermediate bearing and the stern bearing, and the shaft segment data of the thrust bearing is stored to accumulate historical data.

[0138] Step 5: When multiple shaft segments may be faulty, calculate the transmission efficiency of each shaft segment based on their transmission efficiency. The calculated transmission efficiency of the intermediate bearing is approximately 0.78, and that of the stern bearing is approximately 0.85. Then, compare these values ​​with the historical data for the transmission efficiency of the intermediate bearing and the stern bearing. The comparison shows that the deviation of the intermediate bearing transmission efficiency from the historical data is approximately 11%, which exceeds the warning value. Therefore, it can be confirmed that the intermediate bearing is faulty, the system will issue an alarm, complete the fault detection, and store the shaft segment data of the stern bearing to accumulate historical data.

[0139] Example 4:

[0140] The basic content is the same as in Example 3, except that:

[0141] The fourth time, the system reads the current speed as 148 RPM, the thrust bearing output torque as 198.42 KN.M, the intermediate bearing output torque as 174.61 KN.M, and the stern bearing output torque as 129.21 KN.M, with an efficiency of approximately 0.53. By comparing the operating conditions stored in the historical data, it can be determined that the ship's shafting operating condition is 50% MCR, which is operating condition C.

[0142] Then, the total system energy efficiency was calculated. The calculated real-time total system energy efficiency was approximately 0.53. It was then compared with the total system energy efficiency in historical data. The comparison showed that the real-time total system energy efficiency deviated by approximately 13% from the historical data, which exceeded the warning value, indicating that a fault had occurred in the propulsion system shaft section.

[0143] Step 4: When a shaft segment of the propulsion system malfunctions, the system retrieves the torque data of each shaft segment under real-time operating conditions and compares it with the torque of each shaft segment in historical data. After comparison, the deviation of the output torque of the stern bearing from the historical data is approximately 12%, which exceeds the warning value. Therefore, the stern bearing may be malfunctioning. The system then stores the shaft segment data of the thrust bearing and intermediate bearing to accumulate historical data.

[0144] Step 5: When the stern bearing may be faulty, calculate the transmission efficiency of the stern bearing based on the shaft segment transmission efficiency. The calculated transmission efficiency of the stern bearing is approximately 0.74. Then, compare it with the transmission efficiency of the stern bearing in historical data. The comparison shows that the deviation of the transmission efficiency of the stern bearing from the historical data is approximately 13%, which exceeds the warning value. Therefore, it can be confirmed that the stern bearing is faulty, the system will issue an alarm, and the fault detection will be completed.

[0145] Example 5:

[0146] The basic content is the same as in Example 4, except that:

[0147] A simulation device for a fault detection method of a ship shafting propulsion energy efficiency monitoring system, wherein the device can simulate any of the fault detection methods of the ship shafting propulsion energy efficiency monitoring system in Examples 1-4;

[0148] The device includes a main chassis 1, a thrust bearing 2, an intermediate bearing 4, a stern bearing 6, and a propeller 8 connected in sequence. A first torque sensor 3 is installed on the output end 21 of the thrust bearing between the thrust bearing 2 and the intermediate bearing 4. A second torque sensor 5 is installed on the output end 41 of the intermediate bearing between the intermediate bearing 4 and the stern bearing 6. A third torque sensor 7 is installed on the output end 61 of the stern bearing between the stern bearing 6 and the propeller 8. The first torque sensor 3, the second torque sensor 5, and the third torque sensor 7 are all electrically connected to a computer 9.

[0149] In application, the output torque of the thrust bearing, the output torque of the intermediate bearing, and the output torque of the stern bearing are collected by the first torque sensor 3, the second torque sensor 5, and the third torque sensor 7, respectively. The collected data is then transmitted to the computer 9 for storage. The power source is the main unit 1. The storage of historical data, the calculation of shaft segment transmission efficiency and total system energy efficiency, and the accumulation of data are all achieved through the computer 9.

[0150] In application, the fault detection method of the ship shafting propulsion energy efficiency monitoring system is implemented by using a simulation device. This not only allows for the accumulation of historical data based on different parameters designed for different ship types, ensuring the proactive nature of fault detection, but also enables the testing of the fault detection method to ensure its effectiveness.

[0151] The above description is only a preferred embodiment of the present invention. The scope of protection of the present invention is not limited to the above embodiments. Any equivalent modifications or changes made by those skilled in the art based on the content disclosed in the present invention should be included within the scope of protection set forth in the claims.

Claims

1. A fault detection method for a ship shafting propulsion energy efficiency monitoring system, characterized in that: The method includes the following steps: Step 1: Collect the ship's operating data under different operating conditions to form historical data. The historical data includes the rotational speed, total system energy efficiency, torque of each shaft segment, and shaft transmission efficiency of each shaft segment under different operating conditions. Step 2: Collect ship operation data in real time to determine the ship's real-time operating status; Step 3: Calculate the total system energy efficiency based on the ship's real-time operating data to obtain the real-time total system energy efficiency, and then compare it with the total system energy efficiency in historical data; if there is a discrepancy between the two data and it exceeds the warning value, it indicates that the propulsion system shaft section has a fault; if it does not exceed the warning value, the data is stored. Step 4: When a shaft segment of the propulsion system malfunctions, the system retrieves the torque data of each shaft segment under real-time operating conditions and compares it with the torque of each shaft segment in historical data. If at least one of the shaft segments deviates and exceeds the warning value, it indicates that at least one of the shaft segments may be malfunctioning. If the warning value is not exceeded, the data is stored. Step 5: When at least one of the shaft segments may be faulty, the transmission efficiency of the potentially faulty shaft segment is calculated to obtain the transmission efficiency of the shaft segment under real-time operating conditions. Then, it is compared with the transmission efficiency of the shaft segment in historical data. If there is a deviation between the two data and it exceeds the warning value, it means that the shaft segment is faulty, and the system will issue a fault alarm to complete the fault detection. If it does not exceed the warning value, the data is stored.

2. The fault detection method for a ship shafting propulsion energy efficiency monitoring system according to claim 1, characterized in that: In step one, collecting ship operating data under different operating conditions to form historical data means: By collecting ship operation data, including rotational speed and torque of each shaft segment, the transmission efficiency of the shaft segment and the overall system energy efficiency are calculated to obtain the transmission efficiency of each shaft segment and the overall system energy efficiency. This process is repeated several times to obtain operating data under different working conditions, which is then stored to form historical data.

3. The fault detection method for a ship shafting propulsion energy efficiency monitoring system according to claim 2, characterized in that: In step two, real-time collection of ship operation data to determine the ship's real-time operating condition refers to: First, during the operation of the ship, real-time ship operation data, including rotational speed and torque of each shaft segment, is collected and then compared with the total system energy efficiency in historical data to confirm the ship's real-time operating condition. If the ship's real-time operating conditions can be confirmed, then the overall system energy efficiency is calculated. If the real-time operating status of the vessel cannot be confirmed, the data will be stored to accumulate historical data.

4. The fault detection method for a ship shafting propulsion energy efficiency monitoring system according to claim 3, characterized in that: In step three, calculating the total system energy efficiency based on the ship's real-time operating data to obtain the real-time total system energy efficiency, and then comparing it with the total system energy efficiency in historical data, means: First, the total system energy efficiency is calculated based on the ship's real-time operating data to obtain the real-time total system energy efficiency. Then, it is compared with the total system energy efficiency in historical data. If there is a discrepancy between the two data and it exceeds the warning value, it indicates that there is a fault in the propulsion system shaft section. If there is a discrepancy between the two data but it does not exceed the warning value, the data is stored to accumulate historical data.

5. A fault detection method for a ship shafting propulsion energy efficiency monitoring system according to claim 4, characterized in that: In step four, when a shaft segment of the propulsion system malfunctions, the system retrieves the torque data of each shaft segment under real-time operating conditions and compares it with the torque of each shaft segment in historical data. When a shaft section of the propulsion system malfunctions, the system retrieves the torque data of each shaft section under real-time operating conditions and compares it with the torque of each shaft section in historical data. If at least one of the shaft sections deviates from the historical data and exceeds the warning value, it means that at least one of the shaft sections may be malfunctioning. If there is a deviation but it does not exceed the warning value, the data is stored to accumulate historical data. If multiple axis segments deviate from historical data and exceed the warning value, it indicates that multiple axis segments may be faulty; if there is a deviation but does not exceed the warning value, the data of the axis segments that do not exceed the warning value will be stored to accumulate historical data.

6. A fault detection method for a ship shafting propulsion energy efficiency monitoring system according to claim 5, characterized in that: In step five, when at least one of the shaft segments may have a fault, the transmission efficiency of the potentially faulty shaft segment is calculated to obtain the transmission efficiency of that shaft segment under real-time operating conditions. Then, this efficiency is compared with the historical transmission efficiency of that shaft segment. When at least one of the shaft segments may be faulty, the transmission efficiency of that shaft segment is calculated to obtain the transmission efficiency of that shaft segment under real-time operating conditions. Then, it is compared with the transmission efficiency of that shaft segment in historical data. If there is a deviation between the two data and it exceeds the warning value, it means that there is a fault in that shaft segment, and the system will issue a fault alarm and complete the fault detection. If there is a deviation but it does not exceed the warning value, the data is stored to accumulate historical data. If multiple shaft segments may be faulty, the transmission efficiency of each shaft segment is calculated separately to obtain the transmission efficiency of multiple shaft segments under real-time operating conditions. Then, the transmission efficiency of the shaft segment is compared with the historical data of the same shaft segment. If there is a deviation between the two data and it exceeds the warning value, it means that the shaft segment is faulty, and the system will issue a fault alarm and complete the fault detection. If there is a deviation but it does not exceed the warning value, the data of the shaft segments that do not exceed the warning value are stored to accumulate historical data.

7. A fault detection method for a ship shafting propulsion energy efficiency monitoring system according to claim 6, characterized in that: The accumulation of historical data refers to the process of summing and averaging the stored data with historical data to continuously accumulate and update the ship's operational data, forming new historical data.

8. A fault detection method for a ship shafting propulsion energy efficiency monitoring system according to any one of claims 1-7, characterized in that: The transmission efficiency of the shaft segment is calculated as follows: First, the real-time output torque of each shaft segment is collected, and the output power of each shaft segment is calculated using the following formula: ； ； ； in: This refers to the shaft speed; , , These represent the real-time output torque at the output ends of each shaft segment; , , These represent the output power of each shaft segment; Then, based on the output power of each shaft segment, the transmission efficiency of each shaft segment is calculated using the following formula: ； ； ； in: , , These represent the transmission efficiency of each shaft segment; This refers to the output power. This refers to the input power.

9. A fault detection method for a ship shafting propulsion energy efficiency monitoring system according to claim 8, characterized in that: The overall energy efficiency of the system is calculated as follows: First, based on the transmission efficiency of each shaft segment, the output power of the ship's shafting system is calculated using the following formula: ； in: The output power of the ship's shafting system; Then, based on the output power of the ship's shafting system, the efficiency of the ship's shafting propulsion system, i.e., the total system energy efficiency, is calculated using the following formula: ； in: The total energy efficiency of the system.

10. A simulation device for a fault detection method of a ship shafting propulsion energy efficiency monitoring system as described in claim 1, characterized in that: The device includes a main chassis (1), a thrust bearing (2), an intermediate bearing (4), a stern bearing (6), and a propeller (8) connected in sequence. A first torque sensor (3) is provided on the output end (21) of the thrust bearing between the thrust bearing (2) and the intermediate bearing (4). A second torque sensor (5) is provided on the output end (41) of the intermediate bearing between the intermediate bearing (4) and the stern bearing (6). A third torque sensor (7) is provided on the output end (61) of the stern bearing between the stern bearing (6) and the propeller (8). The first torque sensor (3), the second torque sensor (5), and the third torque sensor (7) are all electrically connected to a computer (9).

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