Ship fuel oil viscosity control simulation method and system

Abstract

The invention provides a ship fuel oil viscosity control simulation method and system, and the method comprises the steps: introducing gas generated by an air compressor into a gas inlet of a differential pressure type viscometer through a steam proportional valve, obtaining preset simulation viscosity in a pneumatic viscosity controller, and introducing the gas passing through the differential pressure type viscometer into a gas inlet of the pneumatic viscosity controller; the method comprises the following steps: periodically acquiring a pressure difference value of gas passing through a differential pressure type viscometer by using the differential pressure type viscometer, calculating actual simulated viscosity according to the pressure difference value of the gas, and calculating the opening degree of a steam proportional valve according to the actual simulated viscosity and preset simulated viscosity; according to the calculated opening degree of the steam proportional valve, the action of the steam proportional valve is controlled, so that the actual simulation viscosity passing through the differential pressure type viscometer reaches the preset simulation viscosity, and the visualization and controllability of the simulation process provide efficient and visual demonstration for teaching and practical training; and students can be effectively helped to quickly understand and master the viscosity control principle.

Description

Technical Field

[0001] The present invention relates to the technical field of ship fuel viscosity control simulation, and in particular to a ship fuel viscosity control simulation method and system. Background Art

[0002] Marine fuel viscosity refers to the viscosity of fuel, which plays a vital role in the normal operation of ship power equipment. Ship engines need fuel supply, and too high or too low fuel viscosity will have a profound impact on the normal operation of the engine. Too high fuel viscosity will lead to poor fuel fluidity, increase the load of the engine fuel supply system, and affect the fuel atomization effect. The combustion efficiency of the engine will be affected, resulting in fuel waste and damage to mechanical parts. On the other hand, too low fuel viscosity will lead to the loss of lubrication properties of the fuel, so that the fuel supply system cannot work properly. Therefore, when the main engine of the ship is running, the fuel viscosity must be maintained within a reasonable range.

[0003] Since the automatic adjustment of ship fuel viscosity is a very important teaching and training content in ship automation teaching, teachers can only let students recognize the equipment components and orally describe the operation process. Students cannot see the adjustment process of fuel viscosity, nor can they adjust the parameters according to the situation of the adjustment process, and cannot experience the actual working process.

[0004] Therefore, the prior art needs to be further developed. Summary of the invention

[0005] The purpose of the present invention is to overcome the above technical deficiencies and provide a ship fuel viscosity control simulation method and system to solve the problems existing in the prior art.

[0006] To achieve the above technical objectives, according to a first aspect of the present invention, the present invention provides a ship fuel viscosity control simulation method, comprising: S100, passing the gas generated by the air compressor into the air inlet of the differential pressure viscometer through the steam proportional valve, obtaining a preset simulated viscosity in the pneumatic viscosity controller, and passing the gas passing through the differential pressure viscometer into the air inlet of the pneumatic viscosity controller; S200, using a differential pressure viscometer to periodically obtain a pressure difference of the gas passing through the differential pressure viscometer, calculating an actual simulated viscosity according to the pressure difference of the gas, and calculating an opening of a steam proportional valve according to the actual simulated viscosity and a preset simulated viscosity; S300, controlling the action of the steam proportional valve according to the calculated opening of the steam proportional valve, so that the actual simulated viscosity passing through the differential pressure viscometer reaches the preset simulated viscosity.

[0007] Specifically, the gas generated by the air compressor is introduced into the air inlet of the differential pressure viscometer via a steam proportional valve, comprising: The gas generated by the air compressor is introduced into the air inlet of the gas storage tank through a steam proportional valve, and then introduced into the air inlet of the differential pressure viscometer through the gas outlet of the gas storage tank. The gas storage tank is used to simulate the fuel tank of a ship.

[0008] Specifically, the gas generated by the air compressor is passed into the air inlet of the air storage tank through the steam proportional valve, and then the gas is passed into the air inlet of the differential pressure viscometer through the air outlet of the air storage tank, comprising: The gas passing through the steam proportional valve is introduced into the gas inlet of the gas storage tank via the second electronically controlled throttle valve; The gas passing through the gas outlet of the gas storage tank is introduced into the gas inlet of the differential pressure viscometer via the first electronically controlled throttle valve.

[0009] Specifically, the process of passing the gas passing through the gas outlet of the gas storage tank into the gas inlet of the differential pressure viscometer via the first electronically controlled throttle valve comprises: A manual regulating valve is provided on the gas pipeline between the first electronically controlled throttle valve and the differential pressure viscometer, and the manual regulating valve is used to adjust the pressure of the gas output from the gas storage tank to simulate the change of gas pressure caused by different fuel viscosities in the actual environment.

[0010] Specifically, in the pneumatic viscosity controller, obtaining a preset simulated viscosity includes: The gas source adjustment knob disposed on the pneumatic viscosity controller is used to obtain the gas pressure setting value input by the user, and the preset simulated viscosity is calculated according to the gas pressure setting value input by the user.

[0011] Specifically, the pneumatic viscosity controller includes a control chip, a pressure gauge and an electrically controlled pressure reducing valve are arranged on the gas pipeline between the air compressor and the steam proportional valve, the control chip and the electrically controlled pressure reducing valve are control-connected, the electrically controlled pressure reducing valve is used to reduce the pressure of the gas output by the air compressor, the pressure gauge is arranged on the gas pipeline between the air outlet of the air compressor and the electrically controlled pressure reducing valve, the pressure gauge and the control chip are communicatively connected, and are used to monitor the gas pressure output by the air compressor in real time.

[0012] Specifically, the method of periodically obtaining the pressure difference of the gas passing through the differential pressure viscometer by using the differential pressure viscometer, calculating the actual simulated viscosity according to the pressure difference of the gas, and calculating the opening of the steam proportional valve according to the actual simulated viscosity and the preset simulated viscosity includes: The differential pressure viscometer obtains the pressure difference of the gas passing through the differential pressure viscometer, and inputs the pressure difference into the pneumatic viscosity controller, which calculates the actual simulated viscosity according to the pressure difference, and then calculates the current gas pressure value, and calculates the opening of the steam proportional valve according to the current gas pressure value and the gas pressure setting value.

[0013] Specifically, the method further includes: A two-speed torsion switch is provided, wherein the two-speed torsion switch is communicatively connected with the control chip of the pneumatic viscosity controller and is used to control the fuel mode switching to simulate the fuel switching process in the actual environment; An alarm indicator light is set, and the gas pressure value on the current gas pipeline is obtained through a pressure sensor, and whether to turn on the alarm indicator light is determined according to the gas pressure value on the current gas pipeline. The pressure sensor and the alarm indicator light are both communicatively connected to the control chip of the pneumatic viscosity controller.

[0014] Specifically, the method further includes: The pneumatic viscosity controller is provided with a control mode switching knob, the control modes include an automatic control mode and a manual control mode, and the control mode switching knob is used to demonstrate the switching process between the automatic control mode and the manual control mode during the rotation of the knob.

[0015] According to a second aspect of the present invention, the present invention provides a ship fuel viscosity control simulation system: Acquisition module: used to obtain the preset simulated viscosity in the pneumatic viscosity controller; or used to periodically obtain the pressure difference of the gas passing through the differential pressure viscometer using the differential pressure viscometer; Control module: used to pass the gas generated by the air compressor into the air inlet of the differential pressure viscometer through the steam proportional valve, and pass the gas passing through the differential pressure viscometer into the air inlet of the pneumatic viscosity controller; or used to calculate the actual simulated viscosity according to the pressure difference of the gas passing through the differential pressure viscometer, and calculate the opening of the steam proportional valve according to the actual simulated viscosity and the preset simulated viscosity; or used to control the action of the steam proportional valve according to the calculated opening of the steam proportional valve, so that the actual simulated viscosity passing through the differential pressure viscometer reaches the preset simulated viscosity.

[0016] Beneficial effects: The present invention passes the gas generated by the air compressor into the air inlet of the differential pressure viscometer via a steam proportional valve, obtains a preset simulated viscosity in the pneumatic viscosity controller, and passes the gas passing through the differential pressure viscometer into the air inlet of the pneumatic viscosity controller; uses the differential pressure viscometer to periodically obtain the pressure difference of the gas passing through the differential pressure viscometer, calculates the actual simulated viscosity according to the pressure difference of the gas, calculates the opening of the steam proportional valve according to the actual simulated viscosity and the preset simulated viscosity, and controls the action of the steam proportional valve so that the actual simulated viscosity passing through the differential pressure viscometer reaches the preset simulated viscosity. The present invention forms a closed-loop control mechanism through the above scheme, thereby simulating the process of controlling the viscosity of fuel by temperature. The visualization and controllability of the above process provide efficient and intuitive demonstration for teaching and training, and can effectively help students quickly understand and master the principles and operating skills of viscosity control. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 is a flow chart of a simulation method for controlling ship fuel viscosity provided in a specific embodiment of the present invention; Figure 2 Schematic diagram of the system composition of the ship fuel viscosity control simulation system provided in a specific embodiment of the present invention; Figure 3 It is a partial structural schematic diagram of a ship fuel viscosity control simulation system provided in a specific embodiment of the present invention; Figure 4 It is a structural connection diagram of a ship fuel viscosity control simulation system provided in a specific embodiment of the present invention; Figure 5 It is a schematic diagram of the overall structure of fuel viscosity control provided in a specific embodiment of the present invention.

[0018] Wherein, the reference numerals of the above-mentioned drawings are as follows: 1. Pneumatic viscosity controller; 2. Steam proportional valve; 3. Differential pressure viscometer; 4. Manual regulating valve; 5. Two-speed torsion switch; 6. Alarm indicator light. DETAILED DESCRIPTION

[0019] In order to enable those skilled in the art to better understand the technical solution of the present invention, the technical solution of the present invention is clearly and completely described below in conjunction with the accompanying drawings of the present invention. Based on the embodiments in this application, other similar embodiments obtained by ordinary technicians in this field without making creative work should all fall within the scope of protection of this application. In addition, the directional words mentioned in the following embodiments, such as "up", "down", "left", "right", etc., are only reference to the directions of the accompanying drawings. Therefore, the directional words used are used to illustrate rather than limit the invention.

[0020] The present invention will be further described below in conjunction with the accompanying drawings and preferred embodiments.

[0021] See also Figure 1 , Figure 3 and Figure 4 This embodiment provides a ship fuel viscosity control simulation method, including: S100, passing the gas generated by the air compressor into the air inlet of the differential pressure viscometer 3 through the steam proportional valve 2, obtaining a preset simulated viscosity in the pneumatic viscosity controller 1, and passing the gas passing through the differential pressure viscometer 3 into the air inlet of the pneumatic viscosity controller 1; It is understandable that the compressed gas is input by the air compressor, and the pressure gauge is used to monitor the gas pressure output by the air compressor in real time. By reading the readings of the pressure gauge, the operator can monitor the operating status of the air compressor and ensure that it operates within a safe and effective pressure range. In addition, the pressure gauge can also help to promptly detect leaks, blockages or other potential problems in the system, so that appropriate maintenance measures can be taken.

[0022] Specifically, the gas generated by the air compressor is passed into the air inlet of the differential pressure viscometer 3 via the steam proportional valve 2, comprising: The gas generated by the air compressor is introduced into the air inlet of the gas storage tank through the steam proportional valve 2, and then introduced into the air inlet of the differential pressure viscometer 3 through the gas outlet of the gas storage tank. The gas storage tank is used to simulate the fuel tank of the ship.

[0023] Specifically, the gas generated by the air compressor is passed into the air inlet of the gas storage tank through the steam proportional valve 2, and then the gas is passed into the air inlet of the differential pressure viscometer 3 through the gas outlet of the gas storage tank, including: The gas passing through the steam proportional valve 2 is introduced into the gas inlet of the gas storage tank via the second electronically controlled throttle valve; The gas passing through the gas outlet of the gas storage tank is introduced into the gas inlet of the differential pressure viscometer 3 via the first electronically controlled throttle valve.

[0024] Furthermore, the gas storage tank includes an air inlet and an air outlet, the differential pressure viscometer 3 includes an air inlet, the air outlet of the gas storage tank is connected to the air inlet of the differential pressure viscometer 3 through a first electrically controlled throttle valve, the steam proportional valve 2 includes an air outlet, the air inlet of the gas storage tank is connected to the air outlet of the steam proportional valve 2 through a second electrically controlled throttle valve. The pressure signal output by the pneumatic viscosity controller 1 drives the steam proportional valve 2 to adjust the opening, thereby realizing the regulation of the gas pressure in the gas storage tank, simulating the principle of steam heating.

[0025] It should be further explained that the gas tank is used to store and release gas to slow down the rate of change of the output pressure, and the first electronically controlled throttle valve and the second electronically controlled throttle valve are used to control the rate of gas supply and release. After the throttle valve is set to a fixed flow rate, it will not be modified in the system.

[0026] Specifically, the gas passing through the gas outlet of the gas storage tank is introduced into the gas inlet of the differential pressure viscometer 3 via the first electronically controlled throttle valve, comprising: A manual regulating valve 4 is provided on the gas pipeline between the first electronically controlled throttle valve and the differential pressure viscometer 3, and the manual regulating valve 4 is used to adjust the pressure of the gas output from the gas storage tank to simulate the change of gas pressure caused by different fuel viscosities in the actual environment.

[0027] It can be understood that the first electronically controlled throttle valve and the manual regulating valve 4 are both communicatively connected to the control chip of the pneumatic viscosity controller 1. The manual regulating valve 4 is used to adjust the air pressure of the gas output from the gas storage tank. The manual regulating valve 4 simulates the change in gas pressure caused by the change in fuel viscosity in the actual environment by adjusting the air pressure of the gas output from the gas storage tank, and can more intuitively display the process of the change in air pressure caused by the fuel viscosity.

[0028] It can be understood that the pneumatic viscosity controller 1 is a control device that uses compressed air as a power source. It simulates the change process of controlling the viscosity of fuel by adjusting the pressure and flow in the air circuit. The pneumatic controller usually includes proportional, integral, and differential (PID) control functions, and can automatically adjust the output according to the feedback signal to achieve the predetermined control target. The pneumatic viscosity controller 1 is also provided with a proportional item adjustment knob and an integral item adjustment knob. The proportional item adjustment knob is used to set the proportional gain, which determines the proportional relationship between the difference between the air pressure set value and the actual value. The proportional action can quickly respond to system deviations, so that the system output can quickly approach the set value; The integral term adjustment knob is used to set the integral time constant, which is responsible for eliminating the steady-state error of the system. The integral action integrates the system error, accumulates the error over time, and adds the accumulated error value to the output of the controller, thereby gradually reducing or eliminating the steady-state error. When adjusting the PID controller, the proportional term is usually adjusted first to obtain a fast initial response, then the integral term is gradually increased to eliminate the steady-state error, and finally the differential term is adjusted according to the dynamic performance of the system to improve the response speed and stability.

[0029] Specifically, in the pneumatic viscosity controller 1, obtaining the preset simulated viscosity includes: The gas source adjustment knob disposed on the pneumatic viscosity controller 1 is used to obtain the gas pressure setting value input by the user, and the preset simulated viscosity is calculated according to the gas pressure setting value input by the user.

[0030] It should be further explained that the air source adjustment knob is communicated with the control chip on the pneumatic viscosity controller 1. The air source adjustment knob is used to set the gas pressure value input to the pneumatic viscosity controller 1. The air source pressure needs to be adjusted to between 0.9 bar and 1.4 bar, generally set at 1.2 bar, and can be observed on the pressure gauge of the pneumatic viscosity controller 1.

[0031] Specifically, the pneumatic viscosity controller 1 includes a control chip, a pressure gauge and an electrically controlled pressure reducing valve are arranged on the gas pipeline between the air compressor and the steam proportional valve 2, the control chip and the electrically controlled pressure reducing valve are controlled and connected, the electrically controlled pressure reducing valve is used to reduce the pressure of the gas output by the air compressor, the pressure gauge is arranged on the gas pipeline between the air outlet of the air compressor and the electrically controlled pressure reducing valve, the pressure gauge and the control chip are communicatively connected, and are used to monitor the gas pressure output by the air compressor in real time.

[0032] Furthermore, the air pressure change is simulated by using an electronically controlled pressure reducing valve and an air tank. After the gas pressure is stabilized, the electronically controlled pressure reducing valve is adjusted down, the pressure in the air tank is reduced, and the simulated feedback value is reduced, giving the system a change signal. The pneumatic viscosity controller 1 is readjusted to increase the output pressure. The gas volume output by the pneumatic viscosity controller 1 is greater than the gas volume discharged by the electronically controlled pressure reducing valve, and the system pressure will gradually increase and reach a stable value again.

[0033] S200, using the differential pressure viscometer 3 to periodically obtain the pressure difference of the gas passing through the differential pressure viscometer 3, calculating the actual simulated viscosity according to the pressure difference of the gas, and calculating the opening of the steam proportional valve 2 according to the actual simulated viscosity and the preset simulated viscosity; Specifically, the differential pressure viscometer 3 is used to periodically obtain the pressure difference of the gas passing through the differential pressure viscometer 3, the actual simulated viscosity is calculated according to the pressure difference of the gas, and the opening of the steam proportional valve 2 is calculated according to the actual simulated viscosity and the preset simulated viscosity, including: The differential pressure viscometer 3 obtains the pressure difference of the gas passing through the differential pressure viscometer 3, and inputs the pressure difference into the pneumatic viscosity controller 1. The pneumatic viscosity controller 1 calculates the actual simulated viscosity according to the pressure difference, and then calculates the current gas pressure value. According to the current gas pressure value and the gas pressure setting value, the opening of the steam proportional valve 2 is calculated.

[0034] It can be understood that the differential pressure viscometer 3 is composed of a sampling pump, a capillary, and a differential pressure transmitter. A capillary and an electric gear metering pump are arranged inside the viscometer housing. Since the amount of fuel flowing through the capillary by the fuel metering pump remains unchanged, the pressure changes with the viscosity. The pressure difference change is proportional to the viscosity of the fuel. The viscosity can be obtained by detecting the gas pressure difference. The pressure signal is converted into a pneumatic pressure signal through the differential pressure transmitter and sent to the pneumatic viscosity controller 1 as feedback. The pneumatic viscosity controller 1 outputs a control steam proportional valve 2 to adjust the temperature, thereby controlling the fuel viscosity.

[0035] The specific steps for obtaining viscosity using gas pressure difference are as follows: Step 1: The fuel is accurately pumped from the metering pump into the viscometer housing containing the capillary tube. Due to the geometric characteristics of the capillary tube, the amount of fuel passing through remains constant, but fuels of different viscosities will encounter different resistances when passing through; Step 2: Measure the pressure H and pressure L at both ends of the capillary tube when the fuel flows through it. Fuel with higher viscosity will cause a larger pressure difference (HL) because it needs to overcome greater resistance when flowing through the same volume of capillary tube; Step 3: Correlation between differential pressure and viscosity The change in differential pressure is directly proportional to the viscosity of the fuel. The higher the viscosity of the fuel, the greater the differential pressure generated when flowing through the capillary tube. Step 4: Converting the differential pressure signal, using the differential pressure transmitter to convert the measured differential pressure signal into a pneumatic pressure signal, such conversion enables the signal to be recognized and processed by the pneumatic viscosity controller 1; Step 5: The pneumatic viscosity controller 1 receives the pneumatic pressure signal as feedback, analyzes the signal to obtain the fuel viscosity, and adjusts its output according to the viscosity information to control the opening of the steam proportional valve 2; Specifically, the method further includes: A second-gear torsion switch 5 is provided, and the second-gear torsion switch 5 is communicatively connected with the control chip of the pneumatic viscosity controller 1, and is used to control the fuel mode switching, simulating the fuel switching process in the actual environment; Furthermore, the two-speed torsion switch 5 is used to simulate the process of controlling the switching of the fuel mode. The two-speed torsion switch 5 is used to obtain the gear selection signal from the user. The two gears of the two-speed torsion switch 5 correspond to the heavy oil mode and the light oil mode, respectively. It can be understood that in the present invention, the difference between the heavy oil mode and the light oil mode lies in the different gas pressures in the gas tank, which can simulate the switching process of an actual ship between different fuel modes, such as switching from light oil to heavy oil, thereby improving the richness and authenticity of the teaching scenes.

[0036] An alarm indicator light 6 is set to obtain the gas pressure value on the current gas pipeline through a pressure sensor, and whether to turn on the alarm indicator light 6 is determined according to the gas pressure value on the current gas pipeline. The pressure sensor and the alarm indicator light 6 are both communicatively connected to the control chip of the pneumatic viscosity controller 1.

[0037] Furthermore, a pressure sensor is provided on the inner wall of the gas pipeline between the pneumatic viscosity controller 1 and the differential pressure viscometer 3, and the pressure sensor and the alarm indicator light 6 are both connected to the control chip of the pneumatic viscosity controller 1. The alarm indicator light 6 indicates an alarm of too high / low fuel viscosity. The viscosity feedback signal of the pneumatic controller is in the form of a pressure signal. The internal pressure sensor drives the two indicators. By providing the alarm indicator light 6, the working state of the pneumatic viscosity controller 1 can be monitored in real time. Once an abnormal pressure change or a fault is detected, a warning is immediately issued through the indicator light, simulating an emergency situation on an actual ship, prompting trainees to quickly identify and take corresponding countermeasures, enhancing the sense of reality and urgency of the training, and further improving the operator's emergency response speed.

[0038] The setting of the critical value needs to be determined according to the specific application scenario and process requirements. The critical value is the viscosity threshold that triggers the alarm indicator light 6. It can be set based on the normal working range of the fuel and the boundary of safe operation of the system.

[0039] First, understand the characteristics of fuel oil and its viscosity changes at different temperatures and pressures. For example, the viscosity of 180# heavy oil is about 12cSt at 110°C. The normal working range of viscosity can be set based on this reference point. The critical value should ensure that the system starts the alarm when it approaches this value, giving the operator enough time to adjust to avoid exceeding the safety range. The viscosity feedback signal (i.e., pressure signal) is monitored by a pressure sensor. When the pressure signal caused by the viscosity change reaches the preset critical value, the pressure sensor immediately triggers the alarm indicator 6 after detecting it. This mechanism ensures the system's timely response to viscosity anomalies. Once the viscosity is detected to exceed the critical value, the alarm indicator 6 is immediately activated, and the pneumatic viscosity controller 1 can be linked to adjust the steam proportional valve 2 to restore the fuel viscosity to the normal range.

[0040] Specifically, the method further includes: The pneumatic viscosity controller 1 is provided with a control mode switching knob, the control mode includes an automatic control mode and a manual control mode, and the control mode switching knob is used to demonstrate the switching process between the automatic control mode and the manual control mode during the rotation of the knob.

[0041] The following describes the practical training guidance process of this embodiment: (1) Control the air compressor to deliver air source (max8bar), adjust the air source adjustment knob, and the pressure gauge indicates normal (normal pressure value pressure range is 0.9-1.4bar); (2) Turn on the control system power, and the power indicator light will light up (green); (3) Use the fuel mode conversion valve, i.e. the second-speed torsion switch 5, to select the medium mode - heavy oil mode, and the light / heavy oil conversion valve is in the heavy oil position; (4) Viscosity controller adjustment - automatic control: Select and set the control viscosity value according to the oil product. The controller will automatically adjust the output signal (0-1.4bar) based on the comparison between the set value and the actual value. If the measured viscosity is less than the set value, the controller will increase the output pressure signal and open the steam proportional valve 2; if the measured value approaches the set value, the controller will reduce the output pressure signal and close the steam proportional valve 2. Optimization adjustment: automatic control mode, the proportional item adjustment knob and the integral item adjustment knob can be adjusted to achieve the optimal control state; (5) Viscosity controller adjustment - manual control: When the automatic control mode fails or fails to achieve the control effect, the controller can be manually controlled by adjusting the fuel mode switch knob. The manual adjustment signal can be indicated by the pressure gauge. By manually adjusting the output, the size of the steam proportional valve 2 can be controlled.

[0042] S300, according to the calculated opening of the steam proportional valve, controlling the steam proportional valve 2 to operate so that the actual simulated viscosity passing through the differential pressure viscometer 3 reaches the preset simulated viscosity; Furthermore, by connecting to the differential pressure viscometer 3 of the pneumatic viscosity controller 1, the pneumatic pressure changes can be accurately measured and fed back, ensuring that the simulator can simulate the actual ship fuel viscosity adjustment process and improve the simulation degree of the training. The steam proportional valve 2 is connected to the pneumatic viscosity controller 1, and the steam proportional valve 2 can be adjusted according to the feedback of the differential pressure viscometer 3, so as to dynamically adjust the gas flow rate, simulating the process of using steam to control the temperature and then control the fuel viscosity.

[0043] Furthermore, in the process of simulating fuel viscosity control, the pneumatic viscosity controller 1 can control the pressure of the gas in the gas tank by adjusting the opening of the steam proportional valve 2, thereby simulating the automatic adjustment of fuel viscosity. This simulation process is particularly useful for teaching and training demonstrations because it can intuitively display the control strategy and system response, helping students understand complex control theories and practical operations.

[0044] It should be noted here that the temperature is inversely proportional to the fuel viscosity. The pneumatic viscosity controller 1 controls the viscosity by controlling the fuel viscosity. Under normal circumstances, the viscosity of 0# diesel is around 6~8 at room temperature, while the viscosity of 180# heavy oil is around 12cSt at around 110℃, and the viscosity of 380# heavy oil is around 12cSt at around 125~130℃, and the viscosity of 500# heavy oil is around 12cSt at around 135~145℃. The corresponding relationship between temperature and viscosity is usually obtained by looking up a table, or it can be calculated by a formula. The change of oil viscosity with temperature can be determined by the following empirical formula: log(vt+C)=AB*IgT; Among them: vt is the kinematic viscosity of the oil at temperature t, the unit is mm² / s, 1cSt is equal to 1 millimeter square per second (mm² / s), A and B are empirical constants determined by the properties of the oil, C is between 0.6 and 0.8, 0.65- is an empirical constant applicable to my country's petroleum products, T is the thermodynamic temperature scale of the oil, the unit is K.

[0045] When the viscosity of the oil at two temperatures is known, substituting it into the above formula, the constants A and B can be obtained, and then the viscosity of the oil at any temperature can be calculated.

[0046] The following introduces the composition principle of the existing fuel control system: The fuel viscosity control system generally consists of the following parts: 1. Detection unit The fuel viscosity sensor must include two parts: viscosity detection and temperature detection. Temperature detection is usually equipped with an independent or integrated PT100 sensor. The viscosity detection unit is mainly divided into two forms: 1) Differential pressure type - This structure is used in the NAKAKITA fuel viscosity control system, which consists of a sampling pump, a capillary, and a differential pressure transmitter. A capillary and an electric gear metering pump are installed in the viscometer housing. Since the amount of fuel flowing through the capillary by the fuel metering pump remains unchanged, the pressures H and L change with the viscosity. The pressure difference change is proportional to the fuel viscosity. The viscosity can be obtained by detecting the pressure difference. The pressure signal is converted into a pneumatic pressure signal through the differential pressure transmitter and sent to the NAKAKITA controller as feedback. The controller output controls the steam proportional valve (assuming that the heater is heated by steam) to adjust the temperature and thus control the viscosity. 2) EVT-10C of Vibration VISCOCHIEF Viscosity Control System: The viscometer converts the change of fuel viscosity into the change of induced electromotive force and sends it to the single-chip microcomputer transmitter. The main components of the viscometer are a vibrating rod, a power coil, a permanent magnet, a detection coil, and a permanent magnet. The working principle is based on the active forced oscillation of the vibrating rod inserted into the flowing fuel for measurement. The active forced oscillation of the vibrating rod is generated and maintained by the power coil and the permanent magnet, and its oscillation frequency is fixed. The natural frequency of the vibrating rod depends on the geometric dimensions of the vibrating rod. When the designed vibrating rod has a natural frequency equal to the forced oscillation frequency, resonance occurs. At this oscillation frequency, the oscillation amplitude of the vibrating rod reaches the maximum. The friction resistance of the fuel will attenuate the amplitude of the vibration of the vibrating rod, and the amplitude attenuation of the vibrating rod is proportional to the viscosity of the fuel. The higher the viscosity of the fuel flowing through the measuring pipeline, the greater the suppression and attenuation of the vibration of the vibrating rod, and the smaller the oscillation amplitude. Conversely, the lower the viscosity, the smaller the attenuation and the larger the oscillation amplitude. The amplitude change of the vibrating rod is measured by a permanent magnet fixed on the vibrating rod and an inductive detection coil above it and converted into a viscosity signal. 3) VAF Viscosense Viscometer: The sensor works on the principle of a torsion pendulum. The sensor consists of a stainless steel driver / sensor head, connected to a base plate via a tubular torsion spring, in the head a pair of piezoelectric elements (driving piezo) drives the pendulum at the torsional resonance frequency, while the other pair (receiving piezo) detects the actual movement of the head. In low-viscosity media, like air, the resonance frequency is in the range of 1600 Hz. In high-viscosity media, the movement of the head is damped by the liquid. As a result, the resonance frequency is slightly shifted to lower frequencies, while the width of the resonance peak increases. The frequency phase difference between the two points is measured and the attenuation value is obtained. This value is proportional to the square root of the dynamic viscosity. A flow tube is placed around the pendulum to protect it from mechanical damage. The flow tube is machined with smooth surfaces, as well as triple elliptical slits. These slits increase the refresh rate between the sensor and the flow tube. The present invention uses a differential pressure viscometer.

[0047] 2. Control unit The control unit is divided into pneumatic controller and electric controller. The pneumatic controller is similar to the NAKAKITA pneumatic PID controller. The electric controller has VISCOCHIEF and VAF controllers, both of which are PID controllers. The control principle is similar, with the viscosity or temperature feedback signal as the feedback of the PID, and the set value as the target value of the PID for closed-loop control. 3. Heating unit Fuel heating is generally divided into electric heating and steam heating. During electric heating, the controller controls the power of the electric heater to adjust the temperature, and the steam heating control system controls the temperature by controlling the opening of the steam valve. 4. Executive Agency For electric heating systems, the actuator is the heater itself, which stabilizes the output value by controlling the power of the heater. For steam heating systems, the actuator is usually an electric or pneumatic proportional valve. 5. Other instructions Generally speaking, the piping structure, oil pump, oil tank and fuel are not part of the viscosity control system, but they are an essential part for understanding the working principle of the entire system, the main engine fuel supply and oil change process. See also Figure 5 , Figure 5This is the overall structure of the fuel viscosity control system. The red circuit represents the circuit when the main engine is stopped. It is used to preheat the fuel system, maintain fluidity and thus ensure viscosity. The main engine can only be started when the fuel viscosity is controlled within the range that the main engine can withstand. The green part is the fuel circuit when the main engine is running. When the main engine is not running, the BOOSTER PUMP is not running, and the FEEDER PUMP is running to maintain the basic heating cycle. When the main engine is running, the BOOSTER PUMP is running to increase pressure and ensure the fuel supply pressure of the main engine. DEGASSING / MIXING TANK is a mixing tank, which is used to mix hot and cold oils and DO\FO in the process of switching fuels. In the present invention, the fuel mode conversion valve (second-gear torsion switch) and the steam proportional valve are both configured in kind. Regarding fuel switching, usually when the main engine is stopped for a long time, light oil is needed for the first start. When preparing to enter the port, heavy oil will be switched to light oil due to port requirements. Fuel switching is a relatively slow process. During the switching process, the fuel viscosity controller keeps running and adjusts the fuel viscosity in real time. Usually the switching process takes about 2 hours. When switching from heavy oil to light oil, the controller gradually exits operation, and the controller keeps the output closed after the switch is completed.

[0048] It should be noted here that, in the present invention, the gas generated by the air compressor is passed into the air inlet of the differential pressure viscometer via the steam proportional valve 2, and a preset simulated viscosity is obtained in the pneumatic viscosity controller, and the gas passing through the differential pressure viscometer is passed into the air inlet of the pneumatic viscosity controller; the differential pressure viscometer is used to periodically obtain the pressure difference of the gas passing through the differential pressure viscometer, and the actual simulated viscosity is calculated according to the pressure difference of the gas, and the opening of the steam proportional valve is calculated according to the actual simulated viscosity and the preset simulated viscosity, and the action of the steam proportional valve is controlled so that the actual simulated viscosity passing through the differential pressure viscometer reaches the preset simulated viscosity. The present invention forms a closed-loop control mechanism through the above scheme, thereby simulating the process of controlling the viscosity of fuel by temperature. The visualization and controllability of the above process provide efficient and intuitive demonstration for teaching and training, which can effectively help students quickly understand and master the principles and operating skills of viscosity control.

[0049] See also Figure 2 This embodiment provides a ship fuel viscosity control simulation system, including: The acquisition module 100 is used to acquire a preset simulated viscosity in the pneumatic viscosity controller 1; or to periodically acquire a pressure difference of the gas passing through the differential pressure viscometer 3 using the differential pressure viscometer 3; Control module 200: used to pass the gas generated by the air compressor into the air inlet of the differential pressure viscometer 3 through the steam proportional valve 2, and pass the gas passing through the differential pressure viscometer 3 into the air inlet of the pneumatic viscosity controller 1; or used to calculate the actual simulated viscosity according to the pressure difference of the gas passing through the differential pressure viscometer 3, and calculate the opening of the steam proportional valve 2 according to the actual simulated viscosity and the preset simulated viscosity; or used to control the action of the steam proportional valve 2 according to the calculated opening of the steam proportional valve, so that the actual simulated viscosity passing through the differential pressure viscometer 3 reaches the preset simulated viscosity.

[0050] It should be noted here that, in the present invention, the gas generated by the air compressor is passed into the air inlet of the differential pressure viscometer via a steam proportional valve, a preset simulated viscosity is obtained in the pneumatic viscosity controller, and the gas passing through the differential pressure viscometer is passed into the air inlet of the pneumatic viscosity controller; the differential pressure viscometer is used to periodically obtain the pressure difference of the gas passing through the differential pressure viscometer, the actual simulated viscosity is calculated according to the pressure difference of the gas, the opening of the steam proportional valve is calculated according to the actual simulated viscosity and the preset simulated viscosity, and the action of the steam proportional valve is controlled so that the actual simulated viscosity passing through the differential pressure viscometer reaches the preset simulated viscosity. The present invention forms a closed-loop control mechanism through the above scheme, thereby simulating the process of controlling the viscosity of fuel by temperature. The visualization and controllability of the above process provide efficient and intuitive demonstration for teaching and training, which can effectively help students quickly understand and master the principles and operating skills of viscosity control.

[0051] The various technical features described above can be combined arbitrarily. Although all possible combinations of these technical features are not described, any combination of these technical features should be considered to be covered by this specification as long as there is no contradiction in such combination.

[0052] The specific implementation of the present invention described above does not constitute a limitation on the protection scope of the present invention. Any other corresponding changes and modifications made based on the technical concept of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A ship fuel viscosity control simulation method, characterized in that: include: S100, passing the gas generated by the air compressor into the air inlet of the differential pressure viscometer (3) via the steam proportional valve (2), obtaining a preset simulated viscosity in the pneumatic viscosity controller (1), and passing the gas passing through the differential pressure viscometer (3) into the air inlet of the pneumatic viscosity controller (1); S200, using a differential pressure viscometer (3) to periodically obtain a pressure difference of the gas passing through the differential pressure viscometer (3), calculating an actual simulated viscosity according to the pressure difference of the gas, and calculating an opening of the steam proportional valve (2) according to the actual simulated viscosity and a preset simulated viscosity; S300, according to the calculated opening of the steam proportional valve (2), controlling the action of the steam proportional valve (2) so that the actual simulated viscosity passing through the differential pressure viscometer (3) reaches the preset simulated viscosity.

2. The ship fuel viscosity control simulation method according to claim 1, characterized in that: The method of passing the gas generated by the air compressor into the air inlet of the differential pressure viscometer (3) via the steam proportional valve (2) comprises: The gas generated by the air compressor is introduced into the air inlet of the gas storage tank through a steam proportional valve (2), and then introduced into the air inlet of the differential pressure viscometer (3) through the gas outlet of the gas storage tank. The gas storage tank is used to simulate the fuel tank of a ship.

3. The ship fuel viscosity control simulation method according to claim 2, characterized in that: The method of passing the gas generated by the air compressor into the air inlet of the air storage tank through the steam proportional valve (2), and then passing the gas into the air inlet of the differential pressure viscometer (3) through the air outlet of the air storage tank, comprises: The gas passing through the steam proportional valve (2) is introduced into the gas inlet of the gas storage tank via the second electronically controlled throttle valve; The gas passing through the gas outlet of the gas storage tank is introduced into the gas inlet of the differential pressure viscometer (3) via the first electronically controlled throttle valve.

4. The ship fuel viscosity control simulation method according to claim 3 is characterized in that: The method of passing the gas passing through the gas outlet of the gas storage tank into the gas inlet of the differential pressure viscometer (3) via the first electronically controlled throttle valve comprises: A manual regulating valve (4) is provided on the gas transmission pipeline between the first electronically controlled throttle valve and the differential pressure viscometer (3), and the manual regulating valve (4) is used to regulate the pressure of the gas output from the gas storage tank, so as to simulate the change of gas pressure caused by different fuel viscosities in an actual environment.

5. The ship fuel viscosity control simulation method according to claim 1, characterized in that: In the pneumatic viscosity controller (1), obtaining a preset simulated viscosity comprises: The gas source adjustment knob arranged on the pneumatic viscosity controller (1) is used to obtain the gas pressure setting value input by the user, and the preset simulated viscosity is calculated according to the gas pressure setting value input by the user.

6. The ship fuel viscosity control simulation method according to claim 1, characterized in that: The pneumatic viscosity controller (1) comprises a control chip, a pressure gauge and an electrically controlled pressure reducing valve are arranged on the gas pipeline between the air compressor and the steam proportional valve (2), the control chip and the electrically controlled pressure reducing valve are control-connected, the electrically controlled pressure reducing valve is used to reduce the pressure of the gas output by the air compressor, the pressure gauge is arranged on the gas pipeline between the air outlet of the air compressor and the electrically controlled pressure reducing valve, the pressure gauge and the control chip are communicatively connected, and are used to monitor the gas pressure output by the air compressor in real time.

7. The ship fuel viscosity control simulation method according to claim 5, characterized in that: The method comprises: periodically obtaining the pressure difference of the gas passing through the differential pressure viscometer (3), calculating the actual simulated viscosity according to the pressure difference of the gas, and calculating the opening of the steam proportional valve (2) according to the actual simulated viscosity and a preset simulated viscosity, comprising: The differential pressure viscometer (3) obtains the pressure difference of the gas passing through the differential pressure viscometer (3), and inputs the pressure difference into the pneumatic viscosity controller (1). The pneumatic viscosity controller (1) calculates the actual simulated viscosity according to the pressure difference, and then calculates the current gas pressure value. According to the current gas pressure value and the gas pressure setting value, the opening of the steam proportional valve (2) is calculated.

8. The ship fuel viscosity control simulation method according to claim 1, characterized in that: The method further comprises: A two-speed torsion switch (5) is provided, wherein the two-speed torsion switch (5) is communicatively connected to a control chip of the pneumatic viscosity controller (1) and is used to control the switching of fuel modes to simulate the switching process of fuel in an actual environment; An alarm indicator light (6) is provided, and the gas pressure value on the current gas pipeline is obtained through a pressure sensor, and it is determined whether to turn on the alarm indicator light (6) according to the gas pressure value on the current gas pipeline, and the pressure sensor and the alarm indicator light (6) are both communicatively connected to the control chip of the pneumatic viscosity controller (1).

9. The ship fuel viscosity control simulation method according to claim 1, characterized in that: The method further comprises: The pneumatic viscosity controller (1) is provided with a control mode switching knob, the control mode comprising an automatic control mode and a manual control mode, and the control mode switching knob is used to demonstrate the switching process between the automatic control mode and the manual control mode during the rotation of the knob.

10. A ship fuel viscosity control simulation system, characterized in that: The system comprises: An acquisition module (100): used to acquire a preset simulated viscosity in a pneumatic viscosity controller (1); or used to periodically acquire a pressure difference of gas passing through a differential pressure viscometer (3) using a differential pressure viscometer (3); A control module (200): used to pass the gas generated by the air compressor into the air inlet of the differential pressure viscometer (3) via the steam proportional valve (2), and pass the gas passing through the differential pressure viscometer (3) into the air inlet of the pneumatic viscosity controller (1); or used to calculate the actual simulated viscosity based on the pressure difference of the gas passing through the differential pressure viscometer (3), and calculate the opening of the steam proportional valve (2) based on the actual simulated viscosity and the preset simulated viscosity; or used to control the operation of the steam proportional valve (2) based on the calculated opening of the steam proportional valve, so that the actual simulated viscosity passing through the differential pressure viscometer (3) reaches the preset simulated viscosity.

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