A main and auxiliary power switching automatic control method based on a ship power system

Abstract

This invention discloses an automatic control method for switching between main and auxiliary power systems in a ship's propulsion system, belonging to the technical field of automatic control methods for switching between main and auxiliary power systems. The automatic control method for switching between main and auxiliary power systems includes the following steps: a monitoring system; system determination of switching; diagnosis and decision-making; execution system; verification of switching; monitoring of the switching process and monitoring and maintenance. This invention enables the automatic control system to have powerful communication capabilities through a communication and human-machine interface system. Ship personnel can easily communicate with shore crew in real time through the communication and human-machine interface system. The communication and human-machine interface system more intuitively displays the system operation method, thereby making it easier for ship personnel to monitor and control the switching process between the main engine and auxiliary engine in a simple and easy-to-understand way.

Description

Technical Field

[0001] This invention relates to the technical field of automatic control methods for switching between primary and auxiliary power, specifically to an automatic control method for switching between primary and auxiliary power based on a ship's power system. Background Technology

[0002] The automatic control method for switching between primary and auxiliary power sources is used to manage and control the switching between primary and auxiliary power sources to ensure the reliability, efficiency and availability of the system. This method is applied in various engineering and industrial production fields. The main purpose of this method is to improve the availability and efficiency of the system and ensure that the auxiliary power source is switched immediately when the primary power source fails, so as to ensure a continuous and reliable power energy supply for ship operation.

[0003] The existing automatic control methods for switching between primary and auxiliary power sources have the following drawbacks:

[0004] 1. Patent document JP7221017B2 discloses a hybrid system for ships and a control method for a ship hybrid system. The above-mentioned document does not take into account the problem of real-time monitoring of the switching between the main engine and auxiliary engine in the ship's power system through a monitoring system, which reduces reliability.

[0005] 2. Patent document EP3865394A1 discloses a ship hybrid system and a ship hybrid system control method. The above-mentioned document does not consider whether the automatic control system can successfully switch between the main engine and auxiliary engine in the ship system, which reduces safety.

[0006] 3. Patent document JP2020059395A discloses a ship hybrid system and a ship hybrid system control method. The above-mentioned document does not consider the improvement of enabling the automatic control system to have communication and human-machine interface system to maintain real-time communication with shore personnel, and shore personnel to remotely control the system, which reduces the practical performance of the system.

[0007] 4. Patent document CN114489016A discloses a multi-mode switching control and fault handling device and method for a ship power system. The above-mentioned document does not consider using pattern recognition technology to extract and select features of fault problems in fault diagnosis and switching decision-making, and then perform pattern modeling to identify fault problems, which reduces the efficiency of discovering and solving fault problems. Summary of the Invention

[0008] The purpose of this invention is to provide an automatic control method for switching between primary and auxiliary power in a ship's propulsion system, in order to solve the problems mentioned in the background art.

[0009] To achieve the above objectives, the present invention provides the following technical solution: an automatic control method for switching between main and auxiliary power systems in a ship's propulsion system, the automatic control method for switching between main and auxiliary power systems comprising the following steps:

[0010] (1) Monitoring system;

[0011] (2) The system determines the switch;

[0012] (3) Diagnosis and decision-making;

[0013] (4) Execution system;

[0014] (5) Verification switch;

[0015] (6) Monitor the switching process;

[0016] (7) Monitoring and maintenance;

[0017] The monitoring system's communication and human-machine interface system, through its powerful communication capabilities, enables real-time communication with shore support, and the user interface is presented more intuitively to the ship's personnel, making it easier for them to operate and switch processes.

[0018] Preferably, the automatic control method for switching between primary and auxiliary power is as follows:

[0019] Step S1, Monitoring System: The monitoring system monitors the status of the main unit and auxiliary units. The monitoring system includes the following systems;

[0020] Sensor system: The sensor system is used to monitor the operation, temperature, speed and fuel supply of the main unit and auxiliary units. These sensors transmit real-time data to the monitoring system.

[0021] Monitoring system: The monitoring system is used to receive data provided by the sensor system and to provide alarm and alert functions;

[0022] Data acquisition and processing system: The data acquisition and processing system is responsible for collecting data provided by the sensor system, processing and analyzing it, and recording and storing the data in real time for subsequent analysis and fault diagnosis;

[0023] Communication and human-machine interface system: At the same time, the automatic control system requires strong communication capabilities. Therefore, the communication and human-machine interface system facilitates real-time communication with the crew on shore. The communication and human-machine interface system is more intuitive, enabling the crew on the ship to better monitor and control the switching process between the main engine and auxiliary engines.

[0024] Step S2, System Determination and Switching: The monitoring system determines whether a switch between main and auxiliary power is needed based on the monitoring data. The switching condition is a failure of the main engine. When the main engine does fail, the monitoring system immediately issues an alarm to warn the ship's personnel and transmits the fault information to the automatic control system. The automatic control system triggers the switching condition and decides to switch the operation based on fault diagnosis and decision-making.

[0025] Preferably, the automatic control method for switching between primary and auxiliary power includes the following:

[0026] Step S3, Diagnosis and Decision-Making: Automatic control systems may require higher accuracy in fault diagnosis and switching decisions, mainly in the following aspects:

[0027] More advanced sensing technology: Pressure sensors, in conjunction with vibration sensors, detect the working status and performance of the main unit and auxiliary power source;

[0028] A smarter algorithm: It uses pattern recognition technology to identify fault modes in the system and makes switching decisions based on preset rules and logic;

[0029] Improvement and automatic learning: This enables the automatic control system to continuously improve and learn automatically, allowing it to improve its fault diagnosis and switching decisions over time by learning from historical data. Through continuous improvement and learning, the automatic control system can switch the main power to auxiliary power more timely and accurately.

[0030] Preferably, the automatic control method for switching between primary and auxiliary power further includes:

[0031] Step S4, Execution System: The execution system requires higher real-time performance and responsiveness to cope with emergencies. In these situations, the execution unit responds quickly to ensure the safety and controllability of the vessel. Simultaneously, the execution system decides to perform a switching operation, switching the main engine to the auxiliary engine. The specific steps include the following:

[0032] Shutting down the main unit: This involves stopping the operation of the main unit. Specifically, it involves shutting off the fuel supply to the main unit and stopping the combustion process, so that the main unit stops operating completely.

[0033] Starting the auxiliary power source: After shutting down the main engine, it is necessary to start the auxiliary engine to provide the power required by the ship. The specific operation is to start the auxiliary engine and observe its normal operation.

[0034] Adjusting the power system: After switching from the main engine to the auxiliary engine, the power system needs to be adjusted to ensure that the output of the auxiliary power source is effectively transmitted to the ship's power system. This involves adjusting the clutches and gearboxes in the power system to ensure the matching and smooth operation of the power system.

[0035] Preferably, the automatic control method for switching between primary and auxiliary power further includes:

[0036] Step S5, Verify Switching: Once the switching is complete, the automatic control system checks the operating status and performance of the auxiliary power sources to ensure that they provide the power required by the ship's power system, thereby verifying whether the switching was successful.

[0037] Step S6: Monitoring the switching process: During the switching process, the automatic control system needs to continuously monitor the switching status of the main unit and the auxiliary unit through the monitoring system to ensure that the switching process is carried out smoothly and that no faults or abnormalities occur. Furthermore, a synchronizer and a speed controller are used to ensure that the auxiliary unit and the main unit switch synchronously to avoid voltage and frequency instability.

[0038] Preferably, the automatic control method for switching between primary and auxiliary power further includes:

[0039] Step S7, Monitoring and Maintenance: The automatic control system will continuously monitor the operating status of the main unit and auxiliary units through the monitoring system, and needs to consider redundancy and backup systems to ensure that the system continues to operate normally even in the event of sensor failure.

[0040] Preferably, step S1 further includes the following steps:

[0041] Step S21, the communication and human-machine interface system is specifically reflected in the following aspects:

[0042] Data transmission and reception: During the monitoring of the status of the main unit and auxiliary units, the powerful communication capability ensures that the operation, temperature, speed and fuel supply data of the main unit and auxiliary units are transmitted to the automatic control system and shore support in a timely manner.

[0043] Remote support: When a vessel is at sea, remote technical support is required. Robust communication capabilities allow crew members to communicate with shore support teams via voice, video, and text to receive real-time advice and guidance. Specific details of remote technology are as follows:

[0044] Remote access: By remotely accessing the control systems and data of ship equipment, operators can diagnose and troubleshoot equipment malfunctions. Remote access reduces maintenance time and costs and improves equipment availability.

[0045] Remote maintenance: Operators can remotely adjust the operation, temperature, speed and fuel supply data of the main unit and auxiliary units of the automatic control system through remote technology, so as to realize remote maintenance and upgrade of the automatic control system;

[0046] Remote control: Ship personnel optimize ship operation through remote technology, enabling remote control of ship equipment to start, stop, and adjust the operating status of main and auxiliary engines;

[0047] Through remote technology, ship operators can monitor and manage the ship's operating systems and the automatic switching control system of main and auxiliary engines in real time, handle problems in a timely manner, and improve the ship's operating efficiency and safety.

[0048] User interface visualization: The user interface displays key parameters in the status information of the main and auxiliary machines in a more intuitive way through graphics and charts, allowing the crew to understand the system status at a glance.

[0049] Preferably, step S3 further includes the following steps:

[0050] Step S31, pattern recognition, is specifically manifested as follows:

[0051] Feature extraction: Features are extracted from the operation, temperature, speed and fuel supply data of the main unit and auxiliary units collected by the sensors in the data acquisition and processing system. The features are derived from the statistical measures of the data, the results of frequency domain analysis and time domain analysis. These features reflect the working performance of the system.

[0052] Feature selection: Based on the importance and relevance of features, the most representative features are selected through correlation analysis. The correlation analysis method performs correlation analysis on the extracted features and uses covariance statistics to calculate the correlation between features. By analyzing the correlation between features, features related to the failure mode are identified.

[0053] (1) The formula for calculating covariance using statistical methods is as follows:

[0054] Cov(X,Y)=Σ((X-μX)*(Y-μY)) / (n-1)

[0055] Where Cov(X,Y) represents the covariance of X and Y, X and Y represent the values ​​of the two features respectively, μX and μY represent the means of X and Y respectively, and n represents the number of samples;

[0056] (2) Then calculate the correlation coefficient between the features. The correlation coefficient is a standardized form of the covariance and is used to measure the strength of the linear relationship between two variables. The formula for calculating the correlation coefficient is as follows:

[0057] Corr(X,Y)=Cov(X,Y) / (σX*σY)

[0058] Where Corr(X,Y) represents the correlation coefficient between X and Y, Cov(X,Y) represents the covariance between X and Y, and σX and σY represent the standard deviations of X and Y, respectively.

[0059] (3) The correlation coefficient is used to determine the correlation between features. The correlation coefficient ranges from -1 to 1, where -1 indicates a perfect negative correlation, 1 indicates a perfect positive correlation, and 0 indicates no correlation.

[0060] Pattern modeling: Modeling selected features using pattern recognition algorithms, and training the model using a support vector machine based on the pattern recognition algorithm and known fault modes.

[0061] Pattern recognition: New sensor data is input into the established model for pattern recognition. Based on the model's output, it is determined whether the current system has a fault and the specific fault mode is identified.

[0062] Preferably, step S4 further includes the following steps:

[0063] Step S41, the specific details of the emergency are as follows:

[0064] Main engine failure: When the main engine malfunctions or stops, the ship loses its power source;

[0065] Auxiliary power source failure: The auxiliary power source has failed and cannot provide sufficient auxiliary power;

[0066] Fuel supply interruption: A malfunction in the fuel supply system or fuel depletion causes the main engine and auxiliary power sources to malfunction.

[0067] Power system failure: A fault occurs in the power distribution system, which is unable to provide sufficient power supply.

[0068] Preferably, step S7 further includes the following steps:

[0069] Step S71, Redundancy and Backup System: The main contents are as follows:

[0070] Redundant sensors: Multiple sensors of the same type are used in the system to measure the same data. If one sensor fails, the other sensors can still provide accurate data.

[0071] Backup system: A backup main and auxiliary power system is introduced into the system. When the main system fails, the backup system can immediately take over and maintain the normal operation of the system.

[0072] Automatic switching mechanism: An automatic switching mechanism is introduced, which automatically starts the backup system when the main system or sensor fails by using a control algorithm;

[0073] Regular maintenance and overhaul: Regularly calibrate and replace the sensor system to ensure its normal operation and accuracy.

[0074] Compared with the prior art, the beneficial effects of the present invention are:

[0075] 1. This invention enables the automatic control system to have powerful communication capabilities through a communication and human-machine interface system. Ship personnel can easily communicate with shore crew members in real time through the communication and human-machine interface system. The communication and human-machine interface system displays the system operation methods more intuitively, thereby making it easier for ship personnel to monitor and control the switching process between the main engine and auxiliary engines in a simple and easy-to-understand way.

[0076] 2. This invention improves the accuracy of automatic control systems in fault diagnosis and switching decisions by incorporating more advanced sensing technology, more intelligent algorithms, and continuous improvement and automatic learning. This enables the automatic control system to more accurately control the switching between active and auxiliary power, thus avoiding errors.

[0077] 3. The execution system in the automatic control system of the present invention has higher real-time performance and responsiveness to emergencies when switching from active power to auxiliary power, so that the switching from active power to auxiliary power can be responded to quickly, thereby facilitating the safety and controllability of the ship.

[0078] 4. The automatic control system of the present invention continuously monitors the operating status of the main unit and auxiliary units through the monitoring system, and has redundancy and backup systems, thereby ensuring that the system continues to operate normally even in the event of sensor failure. Attached Figure Description

[0079] Figure 1 This is a flowchart of the present invention;

[0080] Figure 2 This is a schematic diagram of the monitoring system of the present invention;

[0081] Figure 3 This is a schematic diagram illustrating the diagnosis and decision-making process of the present invention;

[0082] Figure 4 This is a schematic diagram of the execution system of the present invention;

[0083] Figure 5 This is a schematic diagram illustrating the monitoring and maintenance of the present invention. Detailed Implementation

[0084] 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. Based on the embodiments of the present invention, all embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0085] Example 1:

[0086] Please see Figure 1An automatic control method for switching between primary and auxiliary power in a ship's propulsion system includes the following steps:

[0087] (1) Monitoring system;

[0088] (2) The system determines the switch;

[0089] (3) Diagnosis and decision-making;

[0090] (4) Execution system;

[0091] (5) Verification switch;

[0092] (6) Monitor the switching process;

[0093] (7) Monitoring and maintenance;

[0094] The communication and human-machine interface system in the monitoring system uses powerful communication capabilities to communicate with shore support in real time, and the user interface is more intuitively displayed in the view of the ship's personnel, making it easier for the crew to operate and switch processes.

[0095] Furthermore, the automatic control method for switching between primary and auxiliary power has the following functions:

[0096] Ensuring the operation of the ship's power source: When the main power source fails, the automatic control system detects the fault through the monitoring system and transmits the fault information data to the automatic control system. Subsequently, the automatic control system switches the main power source to the auxiliary power source through the execution system, ensuring that the auxiliary power source continues to provide power to the ship and ensuring that the ship continues to operate normally, thereby improving the overall reliability of the ship.

[0097] Extending equipment lifespan: By automatically switching between the main and auxiliary machines, the workload of the main machine can be distributed, reducing the continuous running time of the main machine and thus extending its lifespan, which helps to reduce maintenance and repair costs;

[0098] Improving operational efficiency: Automated control methods can reduce the workload of operators and decrease the risk of operational errors. This helps improve the operational efficiency and safety of ships;

[0099] Reduced emissions: By precisely controlling the switching between main and auxiliary engines, the ship's emissions can be reduced, which helps to meet environmental regulations and reduce adverse environmental impacts.

[0100] Example 2:

[0101] Please see Figure 1 and Figure 2 An automatic control method for switching between primary and auxiliary power in a ship's propulsion system is as follows:

[0102] Step S1, Monitoring System: The monitoring system monitors the status of the main unit and auxiliary units. The monitoring system includes the following systems;

[0103] Sensor system: The sensor system is used to monitor the operation, temperature, speed and fuel supply of the main unit and auxiliary units. These sensors transmit real-time data to the monitoring system.

[0104] Monitoring system: The monitoring system is used to receive data provided by the sensor system and to provide alarm and alert functions;

[0105] Data acquisition and processing system: The data acquisition and processing system is responsible for collecting data provided by the sensor system, processing and analyzing it, and recording and storing the data in real time for subsequent analysis and fault diagnosis;

[0106] Communication and human-machine interface system: At the same time, the automatic control system requires strong communication capabilities. Therefore, the communication and human-machine interface system facilitates real-time communication with the crew on shore. The communication and human-machine interface system is more intuitive, enabling the crew on the ship to better monitor and control the switching process between the main engine and auxiliary engines.

[0107] Step S2, System Determination and Switching: The monitoring system determines whether a switch between main and auxiliary power is required based on the monitoring data. The switching condition is a failure of the main engine. When the main engine fails, the monitoring system immediately issues an alarm to warn the ship's personnel and transmits the fault information to the automatic control system. The automatic control system triggers the switching condition and decides to switch the operation through fault diagnosis and decision-making.

[0108] Step S2 also includes communication and human-machine interface systems, specifically in the following aspects:

[0109] Data transmission and reception: During the monitoring of the status of the main unit and auxiliary units, the powerful communication capability ensures that the operation, temperature, speed and fuel supply data of the main unit and auxiliary units are transmitted to the automatic control system and shore support in a timely manner.

[0110] Remote support: When a vessel is at sea, remote technical support is required. Robust communication capabilities allow crew members to communicate with shore support teams via voice, video, and text to receive real-time advice and guidance. Specific details of remote technology are as follows:

[0111] Remote access: By remotely accessing the control systems and data of ship equipment, operators can diagnose and troubleshoot equipment malfunctions. Remote access reduces maintenance time and costs and improves equipment availability.

[0112] Remote maintenance: Operators can remotely adjust the operation, temperature, speed and fuel supply data of the main unit and auxiliary units of the automatic control system through remote technology, so as to realize remote maintenance and upgrade of the automatic control system;

[0113] Remote control: Ship personnel use remote technology to remotely control ship equipment, starting, stopping, and adjusting the operating status of main and auxiliary engines to optimize ship operation;

[0114] Through remote technology, ship operators can monitor and manage the ship's operating systems and the automatic switching control system of main and auxiliary engines in real time, handle problems in a timely manner, and improve the ship's operating efficiency and safety.

[0115] User interface visualization: The user interface displays key parameters in the status information of the main and auxiliary machines in a more intuitive way, such as graphics and charts, so that the crew can understand the system status at a glance;

[0116] Furthermore, the specific content of remote technology also includes alarms and notifications: a user-friendly interface generates text messages, sound prompts and visual instructions, providing clearer and easier-to-understand warnings and notifications to ship personnel about changes in the status of main engines and auxiliary engines and switching processes, ensuring that the crew can react quickly;

[0117] Operational controls: The user interface provides intuitive control options that allow crew members to manually intervene in the switching process. These controls are easy to understand and operate, ensuring that crew members can take swift action when needed.

[0118] Example 3:

[0119] Please see Figure 1 and Figure 3 An automatic control method for switching between primary and auxiliary power in a ship's propulsion system further includes the following steps:

[0120] Step S3, Diagnosis and Decision-Making: Automatic control systems may require higher accuracy in fault diagnosis and switching decisions, mainly in the following aspects:

[0121] More advanced sensing technology: Pressure sensors, in conjunction with vibration sensors, detect the working status and performance of the main unit and auxiliary power source;

[0122] A smarter algorithm: It uses pattern recognition technology to identify fault modes in the system and makes switching decisions based on preset rules and logic;

[0123] Improvement and automatic learning: Enable automatic control systems to continuously improve and learn automatically, so that they can improve their fault diagnosis and switching decisions over time by learning from historical data. Through continuous improvement and learning, the automatic control system can switch the main power to auxiliary power more timely and accurately.

[0124] Step S3 also includes pattern recognition, specifically as follows:

[0125] Feature extraction: Features are extracted from the operation, temperature, speed and fuel supply data of the main unit and auxiliary units collected by the sensors in the data acquisition and processing system. The features are derived from the statistical measures of the data, the results of frequency domain analysis and time domain analysis. These features reflect the working performance of the system.

[0126] Feature selection: Based on the importance and relevance of features, the most representative features are selected through correlation analysis. The correlation analysis method performs correlation analysis on the extracted features and uses covariance statistics to calculate the correlation between features. By analyzing the correlation between features, features related to the failure mode are identified.

[0127] (1) The formula for calculating covariance using statistical methods is as follows:

[0128] Cov(X,Y)=Σ((X-μX)*(Y-μY)) / (n-1)

[0129] Where Cov(X,Y) represents the covariance of X and Y, X and Y represent the values ​​of the two features respectively, μX and μY represent the means of X and Y respectively, and n represents the number of samples;

[0130] (2) Then calculate the correlation coefficient between the features. The correlation coefficient is a standardized form of the covariance and is used to measure the strength of the linear relationship between two variables. The formula for calculating the correlation coefficient is as follows:

[0131] Corr(X,Y)=Cov(X,Y) / (σX*σY)

[0132] Where Corr(X,Y) represents the correlation coefficient between X and Y, Cov(X,Y) represents the covariance between X and Y, and σX and σY represent the standard deviations of X and Y, respectively.

[0133] (3) The correlation coefficient is used to determine the correlation between features. The correlation coefficient ranges from -1 to 1, where -1 indicates a perfect negative correlation, 1 indicates a perfect positive correlation, and 0 indicates no correlation.

[0134] Pattern modeling: Modeling selected features using pattern recognition algorithms, and training the model using a support vector machine based on the pattern recognition algorithm and known fault modes.

[0135] Pattern recognition: New sensor data is input into the established model for pattern recognition. Based on the model's output, it is determined whether the current system has a fault and the specific fault mode is identified.

[0136] Furthermore, the specific details of Support Vector Machines are as follows:

[0137] (1) Map the feature samples to a high-dimensional feature space;

[0138] (2) Construct an optimal hyperplane that disperses feature samples of different categories;

[0139] (3) Divide the feature samples to be classified into different categories according to the hyperplane.

[0140] Example 4:

[0141] Please see Figure 1 and Figure 4 An automatic control method for switching between primary and auxiliary power in a ship's propulsion system further includes the following steps:

[0142] Step S4, Execution System: The execution system requires higher real-time performance and responsiveness to cope with emergencies. In these situations, the execution unit responds quickly to ensure the safety and controllability of the vessel. Simultaneously, the execution system decides to perform a switching operation, switching the main engine to the auxiliary engine. The specific steps include the following:

[0143] Shutting down the main unit: This involves stopping the operation of the main unit. Specifically, it involves shutting off the fuel supply to the main unit and stopping the combustion process, so that the main unit stops operating completely.

[0144] Starting the auxiliary power source: After shutting down the main engine, it is necessary to start the auxiliary engine to provide the power required by the ship. The specific operation is to start the auxiliary engine and observe its normal operation.

[0145] Adjusting the power system: After switching from the main engine to the auxiliary engine, the power system needs to be adjusted to ensure that the output of the auxiliary power source is effectively transmitted to the ship's power system. This involves adjusting the clutches and gearboxes in the power system to ensure the matching and smooth operation of the power system.

[0146] Step S4 also includes the following details regarding the emergency situation:

[0147] Main engine failure: When the main engine malfunctions or stops, the ship loses its power source;

[0148] Auxiliary power source failure: The auxiliary power source has failed and cannot provide sufficient auxiliary power;

[0149] Fuel supply interruption: A malfunction in the fuel supply system or fuel depletion causes the main engine and auxiliary power sources to malfunction.

[0150] Power system failure: A fault occurs in the power distribution system, preventing it from providing sufficient power supply;

[0151] Furthermore, the specific details of the emergency also include:

[0152] Abnormal ship handling: An abnormality occurs in the ship's handling system, resulting in the ship being unable to be handled and controlled normally;

[0153] Emergency stopping requirements: In case of emergency or dangerous situations, it is necessary to stop the ship quickly and reduce its speed to avoid safety accidents;

[0154] Fuel efficiency optimization: Adjust the switching between main and auxiliary power based on real-time data according to navigation conditions and ship load to optimize fuel consumption and save energy.

[0155] Example 5:

[0156] Please see Figure 1 An automatic control method for switching between primary and auxiliary power in a ship's propulsion system further includes the following steps:

[0157] Step S5, Verify Switching: Once the switching is complete, the automatic control system checks the operating status and performance of the auxiliary power sources to ensure that they provide the power required by the ship's power system, thereby verifying whether the switching was successful.

[0158] Step S6: Monitoring the switching process: During the switching process, the automatic control system needs to continuously monitor the switching status of the main machine and the auxiliary machine through the monitoring system to ensure that the switching process is carried out smoothly and that no faults or abnormalities occur. Furthermore, a synchronizer and a speed controller are used to ensure that the auxiliary machine and the main machine switch synchronously to avoid voltage and frequency instability.

[0159] Furthermore, the following demonstrates the crucial role of switching between the master and slave machines:

[0160] Reliability: The switching between main and auxiliary engines must be carried out without affecting the operation of the ship. Verification of the switching ensures a smooth switching process and ensures that the ship's power system maintains reliability under different operating modes.

[0161] Safety: The switchover process between the main engine and auxiliary engines must be ensured to prevent any unforeseen circumstances from occurring in order to ensure the safety of the ship and the crew. Verification of the switchover ensures that the switchover process is monitored and controlled to reduce potential dangers.

[0162] Operational efficiency: Ship operators need to be able to manually or automatically control the switching between main and auxiliary engines when necessary, verify the switching to ensure that the process can be completed quickly and effectively, and improve the ship's operational efficiency;

[0163] The main benefits of continuous monitoring of the switchover process include the following aspects:

[0164] Real-time feedback: Continuous monitoring of the switching process allows operators or automatic control systems to understand the switching status between the main unit and auxiliary units in real time. This provides timely feedback that can be used to identify any anomalies or problems. Process optimization: Continuous monitoring can be used to optimize the switching process, ensuring that the switching is smooth and efficient. By monitoring performance parameters, operators or control systems can adjust switching strategies in a timely manner to achieve optimal performance and fuel efficiency.

[0165] Safety: Continuous monitoring ensures that the switching process is strictly monitored to ensure safety. The monitoring system detects potential safety risks and can take measures to mitigate or eliminate these risks, ensuring the safety of the ship and crew.

[0166] Recording and Analysis: Continuous monitoring can record data during the switchover process, including time, performance parameters, and events. This data can be used for subsequent analysis to improve switchover strategies, maintenance, and operating procedures.

[0167] Rapid intervention: If the monitoring system detects a problem during the switchover process, it can initiate automatic intervention or issue an alarm to notify operators to take appropriate measures to resolve the problem and prevent the fault from escalating.

[0168] Example 6:

[0169] Please see Figure 1 and Figure 5 An automatic control method for switching between primary and auxiliary power in a ship's propulsion system further includes the following steps:

[0170] Step S7, Monitoring and Maintenance: The automatic control system will continuously monitor the operating status of the main unit and auxiliary units through the monitoring system, and redundancy and backup systems need to be considered to ensure that the system continues to operate normally even in the event of sensor failure;

[0171] Furthermore, the monitoring and maintenance of automatic control systems are crucial, specifically including the following:

[0172] Performance monitoring: Automatic control systems need to monitor the performance parameters of the main unit, auxiliary units and related equipment to ensure that they are within the normal operating range. This helps to detect performance degradation or failures in advance and take countermeasures.

[0173] Safety monitoring: Automatic control systems must monitor the safety performance of the system, including fire alarms, leak detection, and overload protection, which helps ensure the safe operation of ships and crews;

[0174] Load management: The automatic control system needs to dynamically adjust the load distribution between the main and auxiliary engines according to the ship's operational needs; this can be achieved by monitoring load changes to ensure optimal fuel efficiency and performance.

[0175] Maintenance reminders: Automatic control systems can record equipment uptime, maintenance cycles, and historical data to provide maintenance reminders. This helps in planning and implementing preventative maintenance to reduce the risk of unexpected failures.

[0176] Data recording and analysis: Automatic control systems need to record operational data, which can be used to analyze performance, fuel consumption, equipment operating conditions, and maintenance records, thus helping to improve system operation and maintenance strategies.

[0177] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in various specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A method for automatically controlling a main / auxiliary power switching based on a power system of a ship, characterized by, Includes the following steps: step S1 monitoring: A monitoring system is used to monitor the status of the main unit and auxiliary units; The monitoring system includes a sensor system, a monitoring system, a data acquisition and processing system, and a communication and human-machine interface system. The sensor system monitors the temperature, speed, and fuel supply of the main unit and auxiliary units. It uses pressure sensors in conjunction with vibration sensors to detect the operating status and performance of the main unit and auxiliary units. The monitoring system receives data from the sensor system and provides alarm and alert functions. The data acquisition and processing system collects, processes, analyzes, records, and stores the data from the sensor system in real time. The communication and human-machine interface system transmits the temperature, speed, and fuel supply data of the main unit and auxiliary units to the automatic control system and shore support, and receives remote technical support from shore. Remote technologies include operators remotely accessing the control systems and data of ship equipment to diagnose and troubleshoot equipment malfunctions; remotely adjusting the temperature, speed, and fuel supply data of main and auxiliary engines; and remotely optimizing ship operations. Step S2: When the host malfunctions, the monitoring system transmits the fault information to the automatic control system, triggering the switching condition. Step S3 Diagnosis and Decision: The automatic control system determines to perform a switchover through fault diagnosis and switching decisions; the automatic control system identifies fault modes through pattern recognition and makes switching decisions based on preset rules and logic; the automatic control system has the function of continuous improvement and automatic learning, and can improve its fault diagnosis and switching decision-making capabilities over time from historical data; Step S4 is executed: The automatic control system controls the execution system to perform the power switch from the main unit to the auxiliary unit; Step S5 Verify Switching: Check the operating status and performance of the auxiliary machine to verify whether the switching was successful; Step S6: Monitor the switching process: Continuously monitor the switching status of the main unit and the auxiliary unit, and use the synchronizer and speed controller to make the auxiliary unit switch synchronously with the main unit; Step S7 Monitoring and Maintenance: Use redundant sensors, and use multiple sensors of the same type to measure the same data in the sensor system.

2. The automatic control method for switching between main and auxiliary power in a ship's propulsion system according to claim 1, characterized in that, Step S4 includes: shutting off the fuel supply to the main engine to stop the combustion process, so that the main engine stops running completely; starting the auxiliary engine; and adjusting the clutch and gearbox to ensure the matching and operation of the ship's power system.

3. The automatic control method for switching between main and auxiliary power in a ship's propulsion system according to claim 1, characterized in that, In step S5, the automatic control system verifies whether the switching is successful by checking the operating status and performance of the auxiliary machine; in step S6, the automatic control system continuously monitors the switching status through the monitoring system and uses a synchronizer and speed controller to ensure that the auxiliary machine and the main machine implement the switching synchronously.

4. The automatic control method for switching between main and auxiliary power in a ship's propulsion system according to claim 1, characterized in that, Step S3 also includes the following steps: Step S31, pattern recognition includes: Feature extraction: Features are extracted from the temperature, speed and fuel supply data of the main unit and auxiliary units collected by the data acquisition and processing system. The features are derived from the statistical measures, frequency domain analysis results and time domain analysis results of the data, and reflect the working performance of the main unit and auxiliary units. Feature selection: Based on the importance and relevance of features, the most representative features are selected through correlation analysis. The correlation analysis method performs correlation analysis on the extracted features and uses covariance statistics to calculate the correlation between features. By analyzing the correlation between features, features related to the failure mode are identified. (1) The formula for calculating covariance using statistical methods is as follows: Where Cov(X,Y) represents the covariance of X and Y, X and Y represent the values ​​of the two features respectively, μX and μY represent the means of X and Y respectively, and n represents the number of samples; (2) Then calculate the correlation coefficient between the features. The correlation coefficient is the standardized form of the covariance and is used to measure the strength of the linear relationship between two variables. The formula for calculating the correlation coefficient is as follows: Where Corr(X,Y) represents the correlation coefficient between X and Y, Cov(X,Y) represents the covariance between X and Y, and σX and σY represent the standard deviations of X and Y, respectively. (3) The correlation coefficient is used to determine the correlation between features. The correlation coefficient ranges from -1 to 1, where -1 indicates a perfect negative correlation, 1 indicates a perfect positive correlation, and 0 indicates no correlation. Pattern modeling: The selected features are modeled using pattern recognition algorithms, and the model is trained by combining the pattern recognition algorithm with a support vector machine and known fault modes to establish a fault mode model. Pattern recognition: New sensor data is input into the established model for pattern recognition. Based on the model's output, it is determined whether there is a fault in the current host and auxiliary machine, and the specific fault mode is identified.

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