Complementary starting method, system and device for double-main-engine ship

Abstract

The invention discloses a double-main-engine ship complementary starting method, system and device, and relates to the technical field of ship main engine starting. The double-host ship complementary starting method comprises the following steps: change-over switch simulation; obtaining a stable operation index; and complementary starting judgment. According to the method, the initial state of the specified ship is monitored in real time, then change-over switch simulation is carried out on the relay of the specified ship to judge whether to send the complementary starting instruction, and if yes, the operation condition of the main engine of the specified ship is monitored in real time to obtain the stable operation index; and finally, whether a complementary starting completion instruction is sent or not is judged based on the obtained stability operation index, if yes, the change condition of the starting state of the specified ship main engine in the shutdown process is monitored in real time and visualized, and the effect of improving the main engine operation stability of the double-main-engine ship in the complementary starting process is achieved. The problem that in the prior art, main engines of a double-main-engine ship are not high in operation stability in the complementary starting process is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of ship main engine starting, and in particular to a method, system and device for complementary starting of a dual-main engine ship. Background Art

[0002] With the continuous development of ship technology and the growing prosperity of the marine transportation industry, the reliability and safety of ships have become the focus of the industry. In ship design, dual-host configuration has become a common choice. It can not only improve the power performance of the ship, but also provide backup power when a single host fails to ensure the normal operation of the ship. However, the starting system of dual-host ships faces many challenges, such as large starting current, long starting time, and high starting failure rate. In order to solve these problems, a new complementary starting method for dual-host ships came into being.

[0003] The existing technology detects the battery power and starting current of the two main engines of the ship, determines the starting position of the ship according to the real-time load conditions, then monitors the operation of the main engines in real time and determines the numerical relationship with the preset rated speed, and finally determines whether the phase sequence, phase, frequency and voltage of the two main engines are equal to distribute the reactive power and active power between the two main engines, thereby realizing the online operation of the two main engines of the ship.

[0004] For example, the invention patent with announcement number: CN110562431B discloses a ship, a propulsion system, a braking device and a braking method, which include: after detecting that the main engine is disengaged from the gearbox, detecting the rotation speed of the propulsion shaft; when detecting that the propulsion shaft has slowed down to a left preset rotation speed, starting the left brake assembly and frictionally cooperating with the brake disc; when detecting that the rotation speed of the propulsion shaft has slowed down from a left preset rotation speed to a right preset rotation speed, starting the right brake assembly and locking the brake disc to lock the propulsion shaft.

[0005] For example, the patent application with publication number: CN117775252A discloses a multifunctional system based on an LNG dual-fuel main engine ship and its control method, including: when sailing, control valve I and control valve II are opened, control valve III and control valve IV are closed, and the solar energy composite LNG cold energy unit provides heat energy of the four-stage organic Rankine cycle and utilizes LNG cold energy; when moored, control valve I and control valve II are closed, control valve III and control valve IV are opened, and in the solar energy composite LNG cold energy unit, the four-stage organic Rankine cycle is closed, and only solar energy is used to heat the three-stage organic Rankine cycle and provide heat.

[0006] However, in the process of implementing the technical solution of the invention in the embodiments of the present application, the present application found that the above technology has at least the following technical problems: In the prior art, due to the diversity of ship power systems, such as the startup and unloading of large-load equipment, the real-time load judgment of the ship is somewhat complicated, and the prior art does not take into account the dynamic balance between the main engine connection parameters during the operation of the ship, which leads to a reduction in the reliability of the power distribution result. There is a problem of low main engine operation stability during the complementary startup process of dual-main engine ships. Summary of the invention

[0007] The embodiments of the present application provide a method, system and device for complementary starting of a dual-main engine ship, thereby solving the problem of low main engine operation stability during the complementary starting process of a dual-main engine ship in the prior art, and improving the main engine operation stability during the complementary starting process of a dual-main engine ship.

[0008] An embodiment of the present application provides a complementary starting method for a dual-host ship, comprising the following steps: step one, real-time monitoring of the initial state of a designated ship, and simultaneously simulating a switching operation of a designated ship relay to determine whether to send a complementary starting instruction; step two, if a complementary starting instruction is sent, real-time monitoring of the operation of the designated ship's main engine to obtain a stability operating index, wherein the stability operating index is used to quantify the stability of the designated ship's main engine during operation; step three, based on the obtained stability operating index, determining whether to send a complementary starting completion instruction, and if so, real-time monitoring of changes in the starting state of the designated ship's main engine during shutdown and visualization.

[0009] Furthermore, the switching simulation of the designated ship relay also includes obtaining a sensitivity evaluation value; the sensitivity evaluation value is used to evaluate the response compliance of the designated ship relay after receiving the switching simulation instruction; the sensitivity evaluation value is obtained by the following method: after a preset number of switching simulations are completed, the average electric shock data of the designated ship relay and the average startup data of the designated ship main engine are respectively obtained; the sensitivity evaluation value is obtained according to the acquired average electric shock data and average startup data and combined with the reference simulation data and sensitivity weight factor in the database; the average electric shock data includes the average electric shock gap and the average electric shock pressure; the average startup data includes the average power supply response time and the average starting current; the reference simulation data includes the reference electric shock gap, the reference electric shock pressure, the reference power supply response time and the reference starting current; the sensitivity weight factor includes the electric shock gap weight factor, the electric shock pressure weight factor, the power supply response time weight factor, the first sensitivity weight factor and the second sensitivity weight factor.

[0010] Furthermore, the real-time monitoring of the operation of the designated ship main engine also includes obtaining a connection point reliability index; the connection point reliability index is used to quantify the reliability of the designated electrical connection point between the designated ship main engines; the connection point reliability index is obtained by the following method: when the acquired sensitivity evaluation value is within the sensitivity allowable range preset in the database, real-time monitoring of the complementary start-up parameters of the designated electrical connection point corresponding to the designated ship main engine at the current complementary start-up moment; judging whether the acquired temperature rise value is within the temperature rise value allowable range preset in the database, if so, combining the acquired sensitivity evaluation value and the reference connection point parameters and connection point reliability weight factors in the database to obtain the connection point reliability index, otherwise sending a high temperature warning instruction; the complementary start-up parameters include contact resistance, temperature rise value and tightening torque; the reference connection point parameters include reference contact resistance, reference temperature rise value and reference tightening torque; the connection point reliability weight factors include sensitivity evaluation value weight factors, contact resistance weight factors, temperature rise value weight factors and tightening torque weight factors.

[0011] Furthermore, the acquisition of the stability operation index also includes determining whether to send an emergency braking command based on the acquired connection point reliability index. The specific process is as follows: E1, determining whether the acquired connection point reliability index is greater than the connection point reliability index preset in the database. If so, continue to monitor the connection status of the designated electrical connection point corresponding to the designated ship main engine during the complementary start-up process, otherwise execute E2; E2, determining whether the acquired connection point reliability index is equal to the connection point reliability index preset in the database. If so, send a connection point loosening command, otherwise send an emergency braking command; the connection point loosening command is used to prompt the preset personnel to immediately check and reinforce the corresponding connection point position; the emergency braking command is used to prompt the preset personnel to stop the complementary start-up process of the designated ship main engine.

[0012] Furthermore, the specific steps for obtaining the stability operation index are: when the obtained connection point reliability index is greater than the connection point reliability index preset in the database, real-time monitoring of the average output data of the designated ship main engine within the preset operation period; real-time monitoring of the power transmission efficiency of the corresponding conversion device during the operation of the designated ship main engine within the preset operation period, and combining the obtained connection point reliability index and the reference operation data and stability operation weight factor in the database to obtain the stability operation index; the average output data includes the average output power amplitude and the average propeller bearing temperature; the reference operation data includes the reference propeller bearing temperature, the reference output power amplitude and the reference power transmission efficiency; the stability operation weight factor includes the propeller bearing temperature weight factor, the output power amplitude weight factor, the power transmission efficiency weight factor, and the connection point reliability index weight factor, the first stability influence weight factor, and the second stability influence weight factor.

[0013] Furthermore, the specific limiting expression of the stability operation index is: ; In the formula, j is the number of the designated ship main engine, , Indicates the left host, represents the right host, e is a natural constant, Indicates the stability index of the main engine of a specified ship during the preset operation period. represents the first stability impact weight factor, represents the weight factor of the connection point reliability index, It indicates the reliability index of the specified electrical connection point corresponding to the specified ship main engine at the current complementary start-up time. Represents the preset connection point reliability index, represents the second stability impact weight factor, represents the propeller bearing temperature weight factor, represents the average temperature of the propeller bearing in the jth specified ship main engine during the preset operation period, represents the reference propeller bearing temperature, represents the output power amplitude weight factor, It represents the average output power amplitude of the jth designated ship main engine during the preset operation period, Indicates the reference output power amplitude, represents the power transmission efficiency weight factor, It represents the power transmission efficiency of the conversion device corresponding to the jth designated ship main engine during the preset operation period, Indicates the reference power transmission efficiency.

[0014] An embodiment of the present application provides a complementary starting system for a dual-main engine ship, comprising: a conversion switch simulation module, a stability operation index acquisition module and a complementary starting judgment module; wherein the conversion switch simulation module is used to monitor the initial state of a designated ship in real time, and at the same time perform conversion switch simulation on the designated ship relay to determine whether to send a complementary starting instruction; the stability operation index acquisition module is used to monitor the operation status of the designated ship main engine in real time to obtain a stability operation index if a complementary starting instruction is sent, and the stability operation index is used to quantify the stability of the designated ship main engine during operation; the complementary starting judgment module is used to determine whether to send a complementary starting completion instruction based on the acquired stability operation index, and if so, monitor the changes in the starting status of the designated ship main engine during the shutdown process in real time and visualize them.

[0015] An embodiment of the present application provides a device for applying the complementary starting method of a dual-main engine ship, including: a thickness gauge, a pressure sensor, a response time tester, a current sensor, a contact resistance tester, a thermistor, a digital torque sensor, a power measuring instrument and a temperature sensor; the thickness gauge is used to obtain the average contact gap; the pressure sensor is used to obtain the average contact pressure; the response time tester is used to obtain the average power supply response time; the current sensor is used to obtain the average starting current; the contact resistance tester is used to obtain the contact resistance; the thermistor is used to obtain the temperature rise value; the digital torque sensor is used to obtain the tightening torque; the power measuring instrument is used to obtain the average output power amplitude; the temperature sensor is used to obtain the average temperature of the propeller bearing.

[0016] One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages: 1. By real-time monitoring of the initial state of the designated ship, the designated ship relay is simulated to switch to determine whether to send a complementary start instruction. If so, the operation of the designated ship's main engine is monitored in real time to obtain stability operation indicators. Finally, based on the obtained stability operation indicators, it is determined whether to send a complementary start completion instruction, thereby achieving a more accurate evaluation of the operation stability of the designated ship's main engine, and then achieving the improvement of the main engine operation stability of the dual-host ship during the complementary start process, effectively solving the problem of low main engine operation stability of the dual-host ship during the complementary start process in the prior art.

[0017] 2. By real-time monitoring of the complementary starting parameters of the designated electrical connection point corresponding to the designated ship main engine at the current complementary starting moment, when the obtained temperature rise value is within the allowable range of the temperature rise value preset in the database, the connection point reliability index is obtained by combining the obtained sensitivity evaluation value and the reference connection point parameters and connection point reliability weight factor in the database, otherwise a high temperature warning instruction is sent, thereby improving the accuracy of obtaining the connection point reliability index, and further realizing a more accurate evaluation of the connection stability at the designated connection point corresponding to the designated ship main engine.

[0018] 3. By real-time monitoring of the average output data of the designated ship's main engine during the preset operating period, and real-time monitoring of the power transmission efficiency of the corresponding conversion device during the operation of the designated ship's main engine during the preset operating period, and combining the obtained connection point reliability index and the reference operating data and stability operation weight factor in the database, the stability operation index is obtained, thereby achieving an improvement in the accuracy of obtaining the stability operation index, and then achieving a more accurate evaluation of the operating stability of the designated ship's main engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1A flowchart of a method for complementary starting of a dual-host ship provided in an embodiment of the present application; Figure 2 A schematic diagram of complementary startup of a designated ship host provided in an embodiment of the present application; Figure 3 A schematic diagram of the structure of a dual-host ship complementary starting system provided in an embodiment of the present application; Figure 4 A schematic diagram of the operation of a designated ship provided in an embodiment of the present application; Figure 5 This is an appearance diagram of a complementary starting device for a dual-host ship provided in an embodiment of the present application. DETAILED DESCRIPTION

[0020] The embodiments of the present application provide a method, system and device for complementary starting of a dual-main engine ship, which solves the problem of low operating stability of the main engines of a dual-main engine ship during the complementary starting process in the prior art. The method monitors the initial state of a designated ship in real time, and performs an operable simulation on the designated ship relay to obtain a sensitivity evaluation value. Then, based on the obtained sensitivity evaluation value, it is determined whether to send a complementary starting instruction. If so, the operating status of the designated ship's main engine is monitored in real time to obtain a connection point reliability index. At the same time, based on the obtained connection point reliability index, it is determined whether to send an emergency braking instruction. If so, a stability operating index is obtained and it is determined whether to send a complementary starting completion instruction based on the obtained stability operating index. Finally, the changes in the starting status of the first main engine and the second main engine during the emergency braking process are monitored in real time and visualized, thereby achieving an improvement in the operating stability of the main engines of a dual-main engine ship during the complementary starting process.

[0021] The technical solution in the embodiment of the present application is to solve the problem of low operating stability of the main engine of the above-mentioned dual-main engine ship during the complementary startup process. The overall idea is as follows: By monitoring the initial state of the designated ship in real time, and then simulating the switching of the designated ship's relay to determine whether to send a complementary start-up instruction, if so, the operation of the designated ship's main engine is monitored in real time to obtain stability operation indicators. Finally, based on the obtained stability operation indicators, it is determined whether to send a complementary start-up completion instruction, thereby achieving the effect of improving the main engine operation stability of dual-host ships during the complementary start-up process.

[0022] In order to better understand the above technical solution, the above technical solution will be described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0023] like Figure 1As shown, it is a flow chart of a complementary starting method for a dual-host ship provided in an embodiment of the present application, and the method includes the following steps: step one, real-time monitoring of the initial state of the designated ship, and at the same time, performing a switching simulation on the designated ship relay to determine whether to send a complementary starting instruction; step two, if a complementary starting instruction is sent, real-time monitoring of the operation status of the designated ship main engine to obtain a stability operation index, and the stability operation index is used to quantify the stability of the designated ship main engine during operation; step three, based on the obtained stability operation index, judging whether to send a complementary starting completion instruction, if so, real-time monitoring of the changes in the starting state of the designated ship main engine during the shutdown process and visualization.

[0024] Among them, the initial state includes the conversion device being disconnected, the switch being turned on, and the main engine being powered on; the designated ship main engine includes the left main engine and the right main engine; the designated ship relay includes the first relay and the second relay; the switch being turned on includes the left switch being turned on and the right switch being turned on; the left switch being turned on is used to provide power supply to the left main engine; the right switch being turned on is used to provide power supply to the right main engine; the main engine power supply includes the left main engine power supply and the right main engine power supply; the left main engine power supply indicates that it is in a standby state after receiving the left switch-on power supply; the right main engine power supply indicates that it is in a standby state after receiving the right switch-on power supply; the conversion switch simulation includes a closed simulation and an open simulation.

[0025] like Figure 2 As shown, it is a schematic diagram of complementary starting of the main engine of a designated ship provided in an embodiment of the present application. The first relay is usually relay KM1, and the second relay is usually relay KM2. In this example, the complementary starting function of the left main engine and the right main engine of the designated ship is realized by controlling the attraction of relay KM1 and relay KM2 by a conversion switch. This design ensures that when one main engine fails, the other main engine can be started quickly, thereby improving the emergency starting capability and safety of the ship, and further realizing the improvement of the main engine operation stability of the dual-main engine ship during the complementary starting process.

[0026] Furthermore, a switching simulation is performed on the designated ship relay, and then a sensitivity evaluation value is obtained; the sensitivity evaluation value is used to evaluate the response compliance of the designated ship relay after receiving the switching simulation instruction; the sensitivity evaluation value is obtained by the following method: after a preset number of switching simulations are completed, the average electric shock data of the designated ship relay and the average startup data of the designated ship main engine are obtained respectively; the sensitivity evaluation value is obtained according to the acquired average electric shock data and average startup data and combined with the reference simulation data and sensitivity weight factors in the database; the average electric shock data includes the average electric shock gap and the average electric shock pressure; the average startup data includes the average power supply response time and the average starting current; the reference simulation data includes the reference electric shock gap, the reference electric shock pressure, the reference power supply response time and the reference starting current; the sensitivity weight factors include the electric shock gap weight factor, the electric shock pressure weight factor, the power supply response time weight factor, the first sensitivity weight factor and the second sensitivity weight factor.

[0027] Among them, the specific restriction expression of the sensitivity evaluation value is: ; Where i is the number of the designated ship relay, , Represents the first relay, Indicates the second relay, j is the number of the designated ship host, , Indicates the left host, represents the right host, e is a natural constant, Indicates the sensitivity evaluation value of the specified ship relay after the preset number of transfer switch simulations are completed. It represents the average starting current of the jth designated ship main engine after the preset number of transfer switch simulations are completed. represents the reference starting current, represents the weight factor of the electric contact gap, represents the average contact gap of the i-th specified ship relay after the preset number of transfer switch simulations, Indicates the reference contact gap, represents the electric shock pressure weight factor, represents the average contact pressure of the i-th specified ship relay after the preset number of transfer switch simulations, Indicates the reference contact pressure, represents the power supply response time weight factor, It represents the average power supply response time of the jth designated ship host after the preset number of transfer switch simulations are completed. Indicates the reference power supply response time.

[0028] In this embodiment, a transfer switch simulation includes a closing simulation and an opening simulation, which are performed by preset personnel; the average electric shock gap is within the maximum allowable electric shock gap range in the database, the average electric shock pressure is within the maximum allowable electric shock pressure range in the database, the average power supply response time is within the maximum allowable power supply response time range in the database, and the average starting current is within the maximum allowable starting current range in the database, wherein the maximum allowable electric shock gap range and the maximum allowable contact pressure range respectively represent the ranges corresponding to the maximum and minimum values ​​of the historical electric shock gap and the historical contact pressure of the specified ship relay in the database after the historical transfer switch simulation is completed, and the maximum allowable power supply response time range and the maximum allowable starting current range respectively represent the ranges corresponding to the maximum and minimum values ​​of the historical power supply response time and the historical starting current of the specified ship main engine in the database after the historical transfer switch simulation is completed.

[0029] The units of the average electric shock gap and the reference electric shock gap are the same, both are millimeter (mm); the units of the average electric shock pressure and the reference electric shock pressure are the same, both are Pascal (Pa); the units of the average starting current and the reference starting current are the same, both are milliampere (mA); the units of the average power supply response time and the reference power supply response time are the same, both are milliamperes (ms).

[0030] The reference contact gap and the reference contact pressure are respectively represented by the sum and average of the historical contact gaps and the historical contact pressures of the specified ship relays in the database after the completion of each historical transfer switch simulation. The reference power supply response time and the reference starting current are respectively represented by the sum and average of the historical power supply response time and the historical starting current of the specified ship main engine in the database after the completion of each historical transfer switch simulation.

[0031] The electric shock gap weight factor, the electric shock pressure weight factor and the power supply response time weight factor are the influence of the average electric shock gap, the average electric shock pressure and the average power supply response time respectively set in the database on the sensitivity evaluation value acquisition process. Specifically, the database stores the preset weight factors corresponding to the average electric shock gap, the average electric shock pressure and the average power supply response time. There is a pre-set mapping relationship between these weight factors and the average electric shock gap, the average electric shock pressure and the average power supply response time. This mapping relationship can be one-to-one or many-to-one. In practical applications, the real-time average electric shock gap, the average electric shock pressure and the average power supply response time can be input into this mapping relationship to quickly obtain the corresponding weight factors, which provides an important quantitative indicator for evaluating the response speed and accuracy of the specified ship relay, and then more accurately calculates the sensitivity evaluation value.

[0032] In this example, the value ranges of the electric shock gap weight factor, the electric shock pressure weight factor, and the power supply response time weight factor are all limited to between 0 and 1, and the sum of the three is 1.

[0033] The first sensitivity weight factor and the second sensitivity weight factor are the influence of the first sensitivity evaluation value and the second sensitivity evaluation value respectively preset in the database on the sensitivity evaluation value acquisition process. Specifically, the database stores preset weight factors corresponding to the first sensitivity evaluation value and the second sensitivity evaluation value. There is a pre-set mapping relationship between these weight factors and the first sensitivity evaluation value and the second sensitivity evaluation value. This mapping relationship can be one-to-one or many-to-one. In practical applications, the real-time first sensitivity evaluation value and the second sensitivity evaluation value can be input into this mapping relationship, so as to quickly obtain the corresponding weight factors, which provides an important quantitative indicator for evaluating the response speed and accuracy of the specified ship relay, and then more accurately calculates the sensitivity evaluation value.

[0034] In this example, the value ranges of the first sensitivity evaluation value and the second sensitivity evaluation value are limited to between 0 and 1, and the sum of the two is 1, wherein the first sensitivity evaluation value is obtained by processing the electric shock gap weight factor, the electric shock pressure weight factor, the first sensitivity weight factor, the average electric shock gap, the reference electric shock gap, the average electric shock pressure and the reference electric shock pressure, and the second sensitivity evaluation value is obtained by processing the power supply response time weight factor, the second sensitivity weight factor, the average power supply response time and the reference power supply response time.

[0035] The aforementioned database is a database for storing various types of setting data established before the design of a complementary starting method for a dual-host ship. The database includes but is not limited to a preset sensitivity allowable range, a preset connection point reliability index, a reference propeller bearing temperature, a reference output power amplitude, and a preset operating period. The various numerical values ​​therein are directly set by technical personnel. Among them, the setting basis of the preset sensitivity allowable range can be determined according to the actual application scenario of the specified ship relay. For example, the preset sensitivity allowable range represents the range corresponding to the maximum and minimum values ​​of the historical sensitivity evaluation values ​​of the specified ship relay in the database after the simulation of each historical conversion switch is completed. In addition, the various numerical values ​​in the database can be set and fine-tuned by technical personnel according to actual debugging.

[0036] It is important to understand that when When , the sensitivity evaluation value increases with the increase of the average electric contact gap and the average electric contact pressure, and decreases with the increase of the average power supply response time. Similarly, when At this time, the sensitivity evaluation value decreases with the increase of the average electric contact gap, the average electric contact pressure and the average power supply response time.

[0037] It should be noted that the average contact gap also indirectly affects the value of the average contact pressure. The average contact gap is the average distance between adjacent contacts specified by the ship's main engine when they are closed. The size of this contact gap directly affects the contact area and contact pressure when the contacts are closed. When the average contact gap increases, the gap resistance that needs to be overcome when the contacts are closed increases, which may lead to an increase in the impact force of the contacts at the moment of closing. However, due to the existence of the contact gap, the contacts may not be able to be in complete and close contact, thereby reducing the average contact pressure.

[0038] The average contact pressure also indirectly affects the value of the average power supply response time. The average contact pressure refers to the average pressure on the contacts when they are closed. The size of this pressure directly affects the contact resistance and thermal effect of the contacts. When the average contact pressure increases, the contact area between the contacts increases and the contact resistance decreases, thereby reducing the heat generated by resistive heating, which helps to maintain the contacts in good contact and reduce contact welding or ablation caused by overheating.

[0039] By considering the above-mentioned indirect influence mechanism, it is helpful to have a more comprehensive understanding of the relationship between the sensitivity evaluation value and the average electric contact gap, the average electric contact pressure and the average power supply response time, and to have a more comprehensive understanding of the relationship between these factors acting together on the sensitivity evaluation value, thereby achieving the improvement of the main engine operation stability of the dual-main engine ship during the complementary starting process, and effectively solving the problem of low main engine operation stability of the dual-main engine ship during the complementary starting process in the prior art.

[0040] Furthermore, it is determined whether the obtained sensitivity evaluation value is within the allowable sensitivity range preset in the database: if the obtained sensitivity evaluation value is within the allowable sensitivity range preset in the database, a complementary start instruction is sent and the complementary start process of the designated ship main engine is monitored in real time; if the obtained sensitivity evaluation value is not within the allowable sensitivity range preset in the database, an equipment maintenance instruction is sent; the complementary start instruction is used to prompt the preset personnel to execute the complementary start of the designated ship main engine.

[0041] In this embodiment, an intelligent decision-making process is realized by introducing the allowable sensitivity range preset in the database as the basis for judgment. This automated response mechanism reduces the errors and delays in human judgment and improves the response speed and accuracy. At the same time, through real-time monitoring and preventive maintenance, the downtime caused by fault downtime is reduced, and the overall operation and maintenance efficiency is improved. This flexibility enables the method to be widely used in various dual-host ships, enhancing the adaptability and versatility of the system.

[0042] Furthermore, the operation status of the designated ship main engine is monitored in real time, and then the connection point reliability index is obtained; the connection point reliability index is used to quantify the reliability of the designated electrical connection point between the designated ship main engines; the connection point reliability index is obtained by the following method: when the obtained sensitivity evaluation value is within the sensitivity allowable range preset in the database, the complementary starting parameters of the designated electrical connection point corresponding to the designated ship main engine at the current complementary starting moment are monitored in real time; it is determined whether the obtained temperature rise value is within the temperature rise value allowable range preset in the database, if so, the connection point reliability index is obtained by combining the obtained sensitivity evaluation value and the reference connection point parameters and connection point reliability weight factors in the database, otherwise a high temperature warning instruction is sent; the complementary starting parameters include contact resistance, temperature rise value and tightening torque; the reference connection point parameters include reference contact resistance, reference temperature rise value and reference tightening torque; the connection point reliability weight factors include sensitivity evaluation value weight factors, contact resistance weight factors, temperature rise value weight factors and tightening torque weight factors.

[0043] Among them, the specific restriction expression of the connection point reliability index is: ; Where t is the number of the current complementary start time, , T is the total number of current complementary start-up moments, e is a natural constant, It indicates the reliability index of the specified electrical connection point corresponding to the specified ship main engine at the current complementary start-up time. represents the sensitivity assessment value weight factor, Indicates the sensitivity evaluation value of the specified ship relay after the preset number of transfer switch simulations are completed. Indicates the sensitivity allowable range, represents the contact resistance weight factor, It indicates the contact resistance of the specified electrical connection point corresponding to the specified ship main engine at the current complementary starting time t. represents the reference contact resistance, represents the numerical weight factor of temperature rise, It indicates the temperature rise value of the specified electrical connection point corresponding to the specified ship main engine at the current complementary starting time t. Indicates the reference temperature rise value, Indicates the allowable range of temperature rise. represents the tightening torque weight factor, It indicates the tightening torque of the specified electrical connection point corresponding to the specified ship main engine at the current complementary starting time t. Indicates the reference tightening torque.

[0044] In this embodiment, the temperature rise value represents the temperature rise generated at the designated electrical connection point corresponding to the designated ship main engine when the starting current passes through, and is usually used to reflect the heat dissipation capacity of the designated electrical connection point corresponding to the designated ship main engine; the contact resistance is not equal to 0, and the tightening torque is within the allowable range of the tightening torque in the database, wherein the allowable range of the tightening torque represents the range corresponding to the maximum and minimum values ​​of the historical tightening torque at the designated electrical connection point corresponding to the designated ship main engine in the database at each historical complementary starting moment.

[0045] The preset allowable range of temperature rise values ​​represents the range corresponding to the maximum and minimum values ​​of the historical temperature rise values ​​at the designated electrical connection point corresponding to the designated ship main engine in the database at each historical complementary starting moment. The reference contact resistance, reference temperature rise value and reference tightening torque are respectively represented by the sum and average of the historical contact resistance, historical temperature rise value and historical tightening torque at the designated electrical connection point corresponding to the designated ship main engine in the database at each historical complementary starting moment.

[0046] The units of the contact resistance and the reference contact resistance are the same, both are ohms (Ω); the units of the temperature rise value and the reference temperature rise value are the same, both are degrees Celsius (℃); the units of the tightening torque and the reference tightening torque are the same, both are Newton meters (Nm).

[0047] The sensitivity evaluation value weight factor, contact resistance weight factor, temperature rise value weight factor and tightening torque weight factor are the influence of the sensitivity evaluation value, contact resistance, temperature rise value and tightening torque preset in the database on the connection point reliability index acquisition process. Specifically, the database stores preset weight factors corresponding to the sensitivity evaluation value, contact resistance, temperature rise value and tightening torque. There is a pre-set mapping relationship between these weight factors and the sensitivity evaluation value, contact resistance, temperature rise value and tightening torque. This mapping relationship can be one-to-one or many-to-one. In practical applications, the real-time sensitivity evaluation value, contact resistance, temperature rise value and tightening torque can be input into this mapping relationship to quickly obtain the corresponding weight factor, which provides an important quantitative indicator for evaluating the dynamic balance stability between the host connection points, and then more accurately calculates the connection point reliability index.

[0048] In this example, the update frequency weight factor, update amplitude weight factor, transaction efficiency weight factor, and loss function weight factor have a value range limited to between 0 and 1, and the sum of the four is 1.

[0049] It should be understood that the connection point reliability index increases with the increase of the sensitivity evaluation value, and decreases with the increase of the contact resistance, temperature rise value and tightening torque. Among them, the sensitivity evaluation value also indirectly affects the value of the contact resistance. When the sensitivity evaluation value increases, it indicates that the corresponding designated electrical connection point may be more susceptible to mechanical stress, resulting in unnecessary displacement or deformation between the contact surfaces. This displacement or deformation may change the contact area or contact pressure, thereby affecting the value of the contact resistance.

[0050] Contact resistance also indirectly affects the value of the tightening torque. When the contact resistance increases, the heat generated by the contact resistance may change the mechanical properties of the contact material, thereby affecting the effectiveness of the tightening torque. In order to reduce the contact resistance, it may be necessary to increase the tightening torque to increase the preload, thereby improving the fit of the contact surface.

[0051] By considering the above-mentioned indirect influence mechanism, it is helpful to better evaluate and optimize the reliability of the connection point. By accurately controlling the sensitivity and contact resistance of the connection point, it is possible to ensure that the electrical connection of the main engine is stable and reliable during startup and operation, reduce failures and downtime caused by poor connection, and thus achieve improved main engine operation stability during complementary startup of dual-main engine ships, effectively solving the problem of low main engine operation stability during complementary startup of dual-main engine ships in the prior art.

[0052] Furthermore, the stability operation index is obtained, which also includes judging whether to send an emergency braking command based on the obtained connection point reliability index. The specific process is as follows: E1, judging whether the obtained connection point reliability index is greater than the connection point reliability index preset in the database. If so, continue to monitor the connection status of the specified electrical connection point corresponding to the specified ship main engine during the complementary start-up process, otherwise execute E2; E2, judging whether the obtained connection point reliability index is equal to the connection point reliability index preset in the database. If so, send a connection point loosening command, otherwise send an emergency braking command; the connection point loosening command is used to prompt the preset personnel to immediately check and reinforce the corresponding connection point position; the emergency braking command is used to prompt the preset personnel to stop the complementary start-up process of the specified ship main engine.

[0053] In this embodiment, the preset connection point reliability index is represented by the sum and average of the historical connection point reliability indexes of the specified electrical connection point corresponding to the specified ship main engine in the database at each historical complementary start-up time; this example helps to reduce the probability of failure by comparing the numerical relationship between the obtained connection point reliability index and the preset connection point reliability index, so that the preset personnel can quickly understand the current operating status of the specified ship, thereby improving the speed and efficiency of emergency response, and further realizing accurate partitioning and response to different complementary start-up states.

[0054] Furthermore, the specific steps for obtaining the stability operation index are: when the obtained connection point reliability index is greater than the connection point reliability index preset in the database, real-time monitoring of the average output data of the designated ship main engine within the preset operation period; real-time monitoring of the power transmission efficiency of the corresponding conversion device during the operation of the designated ship main engine within the preset operation period, and combining the obtained connection point reliability index and the reference operation data and stability operation weight factor in the database to obtain the stability operation index; the average output data includes the average output power amplitude and the average propeller bearing temperature; the reference operation data includes the reference propeller bearing temperature, the reference output power amplitude and the reference power transmission efficiency; the stability operation weight factor includes the propeller bearing temperature weight factor, the output power amplitude weight factor, the power transmission efficiency weight factor, and the connection point reliability index weight factor, the first stability influence weight factor, and the second stability influence weight factor.

[0055] Among them, the specific limiting expression of the stability operation index is: ; In the formula, j is the number of the designated ship main engine, , Indicates the left host, represents the right host, e is a natural constant, Indicates the stability index of the main engine of a specified ship during the preset operation period. represents the first stability impact weight factor, represents the weight factor of the connection point reliability index, It indicates the reliability index of the specified electrical connection point corresponding to the specified ship main engine at the current complementary start-up time. Represents the preset connection point reliability index, represents the second stability impact weight factor, represents the propeller bearing temperature weight factor, represents the average temperature of the propeller bearing in the jth specified ship main engine during the preset operation period, represents the reference propeller bearing temperature, represents the output power amplitude weight factor, It represents the average output power amplitude of the jth designated ship main engine during the preset operation period, Indicates the reference output power amplitude, represents the power transmission efficiency weight factor, It represents the power transmission efficiency of the conversion device corresponding to the jth designated ship main engine during the preset operation period, Indicates the reference power transmission efficiency.

[0056] In this embodiment, the average temperature of the propeller bearing in a preset operating time period is within the allowable range of the propeller bearing temperature in the database, and the average output power amplitude is within the allowable range of the output power amplitude in the database, wherein the allowable range of the propeller bearing temperature represents the range corresponding to the maximum and minimum values ​​of the historical average temperature of the propeller bearing in the specified ship main engine in the database in each historical operating time period, and the allowable range of the output power amplitude represents the range corresponding to the maximum and minimum values ​​of the historical average output power amplitude of the specified ship main engine in the database in each historical operating time period.

[0057] The average propeller bearing temperature and the reference propeller bearing temperature have the same unit, both are degrees Celsius (°C); the average output power amplitude and the reference output power amplitude have the same unit, both are watts (W); the power transfer efficiency and the reference power transfer efficiency have the same unit, both are percentage (%).

[0058] The output power and output power of the conversion device corresponding to the designated ship main engine in a preset operating period are measured by a power sensor, and the output power is divided by the input power to obtain the power transmission efficiency; the reference propeller bearing temperature is represented by the sum and average of the historical propeller bearing average temperatures of the propeller bearings in the designated ship main engine in each historical operating period in the database, the reference output power amplitude is represented by the sum and average of the historical average output power amplitudes of the designated ship main engine in each historical operating period in the reference output power amplitude database, and the reference power transmission efficiency database is represented by the sum and average of the historical average power transmission efficiencies of the conversion device corresponding to the designated ship main engine in each historical operating period.

[0059] The first stability impact weight factor and the second stability impact weight factor are the influence of the first stability impact index and the second stability impact index respectively set in the database on the stability operation index acquisition process. Specifically, the database stores weight factors corresponding to the first stability impact index and the second stability impact index. There is a pre-set mapping relationship between these weight factors and the first stability impact index and the second stability impact index. This mapping relationship can be one-to-one or many-to-one. In practical applications, the real-time first stability impact index and the second stability impact index can be input into this mapping relationship, so as to quickly obtain the corresponding weight factors, which provides important quantitative indicators for evaluating the accuracy and stability of the operation of the main engine of a specified ship, and then more accurately calculates the stability operation index.

[0060] In this example, the value ranges of the first stability influence weight factor and the second stability influence weight factor are limited to between 0 and 1, and the sum of the two is 1, wherein the first stability influence index is obtained by processing the connection point reliability index and the connection point reliability index weight factor, and the second stability influence index is obtained by processing the propeller bearing temperature, output power amplitude, power transfer efficiency and the corresponding propeller bearing temperature weight factor, output power amplitude weight factor, and power transfer efficiency weight factor.

[0061] The database stores preset weight factors that are closely related to the adjustment stability index. A pre-defined mapping relationship is established between these weight factors and the corresponding propeller bearing temperature, output power amplitude, power transmission efficiency and connection point reliability index. It is worth noting that this mapping is not set arbitrarily. It can be one-to-one or many-to-one. In practical applications, when it is necessary to conduct a stability assessment on a specified ship's main engine during the operation of a specified ship, the real-time propeller bearing temperature, output power amplitude, power transmission efficiency and connection point reliability index can be directly input into this preset mapping relationship, so that the propeller bearing temperature weight factor, output power amplitude weight factor, power transmission efficiency weight factor and connection point reliability index weight factor that match the stability operation index can be quickly and accurately extracted.

[0062] It is particularly important that, in order to ensure the consistency and comparability of the evaluation, the value ranges of the propeller bearing temperature weight factor, the output power amplitude weight factor, the power transmission efficiency weight factor and the connection point reliability index weight factor in this example are all limited to between 0 and 1, and the sum of the four is 1.

[0063] It should be noted that when the obtained stability operation index is greater than the stability operation index preset in the database, it indicates that the complementary start-up result of the designated ship main engine meets the expected demand and a complementary start-up completion instruction is sent, otherwise a designated ship main engine maintenance instruction is sent, wherein the preset stability operation index is represented by the sum and average of the historical stability operation indicators of the designated ship main engine in each historical operating period in the database.

[0064] It needs to be understood that the stability operation index increases with the increase of the connection point reliability index, propeller bearing temperature, output power amplitude and power transmission efficiency. Among them, the connection point reliability index also indirectly affects the value of the propeller bearing temperature. When the connection point reliability increases, it means that the connection between the components is tight and stable, which reduces the additional friction and heat generation caused by vibration or looseness. The propeller bearing is an important part of the power system, and its temperature increase is often related to the increase in friction. Therefore, when the connection point reliability improves, the additional friction generated by the unstable connection of the propeller bearing is reduced, thereby reducing the bearing temperature.

[0065] The propeller bearing temperature also indirectly affects the output power amplitude and power transfer efficiency. When the bearing temperature rises, the lubricating oil may deteriorate or evaporate, resulting in a decrease in lubrication effect and increased bearing wear. This will not only increase the energy loss in the power transmission process and reduce the power transmission efficiency, but may also cause vibration and noise due to excessive bearing wear, thereby affecting the stability and amplitude of the output power. Specifically, excessive bearing temperature may increase the resistance in the power transmission process, causing the output power amplitude to decrease. At the same time, due to the increase in energy loss, the power transmission efficiency will also decrease accordingly.

[0066] By considering the above-mentioned indirect impact mechanism, it is helpful to take targeted measures to improve the operating stability of the main engines of dual-main engine ships during the complementary starting process, for example, strengthening the cooling and lubrication system of the propeller bearings, and regularly inspecting and replacing severely worn bearings to reduce energy loss and vibration. The implementation of these measures will help to reduce the propeller bearing temperature, increase the output power amplitude and power transmission efficiency, thereby achieving the improvement of the main engine operating stability of dual-main engine ships during the complementary starting process, and effectively solving the problem of low main engine operating stability of dual-main engine ships during the complementary starting process in the prior art.

[0067] like Figure 3 As shown, it is a structural schematic diagram of a dual-host ship complementary starting system provided by an embodiment of the present application. A dual-host ship complementary starting system provided by an embodiment of the present application includes: a conversion switch simulation module, a stability operation index acquisition module and a complementary start judgment module; wherein, the conversion switch simulation module is used to monitor the initial state of the specified ship in real time, and at the same time perform conversion switch simulation on the specified ship relay to determine whether to send a complementary start instruction; the stability operation index acquisition module is used to monitor the operation status of the specified ship main engine in real time to obtain the stability operation index if a complementary start instruction is sent, and the stability operation index is used to quantify the stability of the specified ship main engine during operation; the complementary start judgment module is used to determine whether to send a complementary start completion instruction based on the acquired stability operation index, and if so, monitor the changes in the start status of the specified ship main engine during the shutdown process in real time and visualize it.

[0068] like Figure 4 As shown, it is a schematic diagram of the operation principle of a designated ship provided in an embodiment of the present application. Figure 4 The 24V 200AH in the figure means that the voltage of the battery pack in the left starter battery and the right starter battery is 24V and the capacity is 200AH. 1ME, 2ME and 3ME represent the three main motors of the designated ship. 1ME-1, 2ME-1 and 3ME-1 represent the three auxiliary motors of the designated ship. 2X (1×95) represents two independent windings, and the rated current of each winding is 95A. It should be understood that: (1) The initial state of a designated ship is usually the normal working state of the designated ship. The principle is: the conversion device is in the disconnected position; the conversion switch (left) is in the on state, supplying power to the left main engine; the conversion switch (right) is in the on state, supplying power to the right main engine.

[0069] (2) The complementary starting state of a designated ship is usually the emergency starting state of a designated ship. The principle is: the left main engine starts the right main engine, so that the conversion device is in the on state. At this time, the conversion switch (left) is in the on state and the conversion switch (right) is in the off state; the right main engine starts the left main engine, so that the conversion device is in the on state. At this time, the conversion switch (right) is in the on state and the conversion switch (left) is in the off state.

[0070] Compared with the prior art, this example uses a switching switch simulation module to monitor the initial state of the designated ship in real time, and performs switching simulation on the designated ship relay, which can accurately determine whether to send a complementary start instruction. Once it is decided to start the complementary mechanism, the stability operation index acquisition module will immediately intervene to monitor the operation of the designated ship's main engine in real time to ensure that accurate stability operation indicators are obtained. These indicators can quantify the stability of the main engine during operation. Secondly, the complementary start judgment module intelligently determines whether to send a complementary start completion instruction based on the stability operation index, and performs visualization processing, so that the operator can intuitively understand the operation status of the designated ship's main engine, reducing the failure rate and improving the safety and reliability of ship operation.

[0071] like Figure 5 , which is an appearance diagram of a complementary starting device for a dual-host ship provided in an embodiment of the present application, Figure 5There is a switch marked with "Function Selection" in the middle, and there are two positions next to it, marked "0FF", which usually means that the switch is used to select different working modes or power states; "Right host combined with power and daily switch box" indicates that the right host has multiple functions, including combined power supply and daily switch control; the two logos "Left starting battery emergency charging" and "Right starting battery emergency charging" indicate that both the left starting battery and the right starting battery have emergency charging functions, which may be to be able to charge the starting battery in some emergency situation; "Factory brand" is the logo of the distribution box manufacturer, used to indicate the manufacturer of the equipment.

[0072] An embodiment of the present application provides an apparatus for applying a complementary starting method for a dual-host ship, comprising: a thickness gauge, a pressure sensor, a response time tester, a current sensor, a contact resistance tester, a thermistor, a digital torque sensor, a power measuring instrument and a temperature sensor; the thickness gauge is used to obtain an average contact gap; the pressure sensor is used to obtain an average contact pressure; the response time tester is used to obtain an average power supply response time; the current sensor is used to obtain an average starting current; the contact resistance tester is used to obtain contact resistance; the thermistor is used to obtain a temperature rise value; the digital torque sensor is used to obtain a tightening torque; the power measuring instrument is used to obtain an average output power amplitude; the temperature sensor is used to obtain an average propeller bearing temperature.

[0073] To summarize, the embodiment of the present application monitors the initial state of the designated ship in real time, and then simulates the switching of the designated ship's relay to determine whether to send a complementary start instruction. If so, the operation of the designated ship's main engine is monitored in real time to obtain stability operation indicators. Finally, based on the obtained stability operation indicators, it is determined whether to send a complementary start completion instruction, thereby achieving a more accurate assessment of the operating stability of the designated ship's main engine, and further achieving an improvement in the main engine operation stability of the dual-host ship during the complementary start process, effectively solving the problem of low main engine operation stability of the dual-host ship during the complementary start process in the prior art.

[0074] It will be appreciated by those skilled in the art that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0075] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0076] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0077] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0078] Although the preferred embodiments of the present invention have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0079] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. A method for complementary starting of a dual-engine ship, characterized in that: The following steps are involved: Step 1: monitor the initial state of the designated ship in real time, and simulate the switching of the designated ship relay to determine whether to send a complementary start command; Step 2: If a complementary start command is sent, the operation of the designated ship main engine is monitored in real time to obtain a stability operation index, where the stability operation index is used to quantify the stability of the designated ship main engine during operation; Step three: determine whether to send a complementary startup completion instruction based on the obtained stability operation index. If so, monitor the changes in the startup status of the designated ship main engine during the shutdown process in real time and visualize it.

2. A method for complementary starting of a dual-engine ship as claimed in claim 1, characterized in that: The initial state includes the conversion device being disconnected, the switch being turned on, and the host being powered; The designated ship main engine includes a left main engine and a right main engine; The designated ship relay includes a first relay and a second relay; The switch-on includes a left switch-on and a right switch-on; The left switch is turned on to provide power supply to the left host; The right switch is turned on to provide power supply to the right host; The host power supply includes left host power supply and right host power supply; The left host power supply indicates that it is in standby mode after receiving the power supply from the left switch; The right host power supply indicates that it is in standby mode after receiving the power supply from the right switch; The transfer switch simulation includes a closing simulation and an opening simulation.

3. A method for complementary starting of a dual-engine ship as claimed in claim 1, characterized in that: Said Perform transfer switch simulation for specified ship relays, followed by obtaining sensitivity assessment values; The sensitivity evaluation value is used to evaluate the response compliance of the designated ship relay after receiving the transfer switch simulation command; The sensitivity evaluation value is obtained by the following method: After the preset number of transfer switch simulations are completed, the average electric shock data of the designated ship relay and the average starting data of the designated ship main engine are obtained respectively; A sensitivity evaluation value is obtained based on the obtained average electric shock data and average start-up data in combination with reference simulation data and sensitivity weight factors in a database; The average electric shock data includes an average electric shock gap and an average electric shock pressure; The average startup data includes average power supply response time and average startup current; The reference simulation data includes a reference electric contact gap, a reference electric contact pressure, a reference power supply response time and a reference starting current; The sensitivity weighting factors include an electric shock gap weighting factor, an electric shock pressure weighting factor, a power supply response time weighting factor, a first sensitivity weighting factor, and a second sensitivity weighting factor.

4. A method for complementary starting of a dual-engine ship as claimed in claim 1, characterized in that: The specific process of determining whether to send a complementary start instruction is as follows: Determine whether the obtained sensitivity evaluation value is within the sensitivity allowable range preset in the database: If the obtained sensitivity evaluation value is within the sensitivity allowable range preset in the database, a complementary start instruction is sent and the complementary start process of the designated ship's main engine is monitored in real time; If the obtained sensitivity evaluation value is not within the sensitivity allowable range preset in the database, a device maintenance instruction is sent; The complementary start instruction is used to prompt a preset person to execute the complementary start of the designated ship main engine.

5. A method for complementary starting of a dual-engine ship as claimed in claim 1, characterized in that: The real-time monitoring of the operation of the main engine of the designated ship also includes obtaining the reliability index of the connection point; The connection point reliability index is used to quantify the reliability of a specified electrical connection point between the main engines of a specified ship; The connection point reliability index is obtained by the following method: When the acquired sensitivity evaluation value is within the sensitivity allowable range preset in the database, the complementary starting parameters of the designated electrical connection point corresponding to the designated ship host at the current complementary starting moment are monitored in real time; Determine whether the obtained temperature rise value is within the allowable range of the temperature rise value preset in the database. If so, obtain the connection point reliability index by combining the obtained sensitivity evaluation value and the reference connection point parameters and connection point reliability weight factor in the database. Otherwise, send a high temperature warning instruction. The complementary starting parameters include contact resistance, temperature rise value and tightening torque; The reference connection point parameters include reference contact resistance, reference temperature rise value and reference tightening torque; The connection point reliability weight factors include a sensitivity evaluation value weight factor, a contact resistance weight factor, a temperature rise value weight factor and a tightening torque weight factor.

6. A method for complementary starting of a dual-engine ship as claimed in claim 1, characterized in that: The obtaining of the stability operation index also includes determining whether to send an emergency braking instruction based on the obtained connection point reliability index. The specific process is as follows: E1, judging whether the obtained connection point reliability index is greater than the connection point reliability index preset in the database, if so, continue to monitor the connection status of the designated electrical connection point corresponding to the designated ship host in the complementary startup process, otherwise execute E2; E2, judging whether the obtained connection point reliability index is equal to the connection point reliability index preset in the database, if so, sending a connection point loosening command, otherwise sending an emergency braking command; The loose connection point instruction is used to prompt the preset personnel to immediately check and reinforce the corresponding connection point position; The emergency braking instruction is used to prompt a preset person to stop the complementary starting process of the designated ship main engine.

7. A method for complementary starting of a dual-engine ship as claimed in claim 5, characterized in that: The specific steps for obtaining the stability operation index are: When the obtained connection point reliability index is greater than the connection point reliability index preset in the database, the average output data of the main engine of the designated ship within the preset operation period is monitored in real time; Real-time monitoring of the power transmission efficiency of the corresponding conversion device during the operation of the designated ship's main engine within a preset operation period, and combining the obtained connection point reliability index with the reference operation data and stability operation weight factor in the database to obtain the stability operation index; The average output data includes average output power amplitude and average propeller bearing temperature; The reference operating data includes a reference propeller bearing temperature, a reference output power amplitude, and a reference power transmission efficiency; The stability operation weight factors include a propeller bearing temperature weight factor, an output power amplitude weight factor, a power transmission efficiency weight factor, a connection point reliability index weight factor, a first stability influence weight factor, and a second stability influence weight factor.

8. A method for complementary starting of a dual-engine ship as claimed in claim 7, characterized in that: The specific limiting expression of the stability operation index is: ； In the formula, j is the number of the designated ship main engine, , Indicates the left host, represents the right host, e is a natural constant, Indicates the stability index of the main engine of a specified ship during the preset operation period. represents the first stability impact weight factor, represents the weight factor of the connection point reliability index, It indicates the reliability index of the specified electrical connection point corresponding to the specified ship main engine at the current complementary start-up time. Represents the preset connection point reliability index, represents the second stability impact weight factor, represents the propeller bearing temperature weighting factor, represents the average temperature of the propeller bearing in the jth specified ship main engine during the preset operation period, represents the reference propeller bearing temperature, represents the output power amplitude weight factor, It represents the average output power amplitude of the jth designated ship main engine during the preset operation period, Indicates the reference output power amplitude, represents the power transmission efficiency weight factor, It represents the power transmission efficiency of the conversion device corresponding to the jth designated ship main engine during the preset operation period, Indicates the reference power transmission efficiency.

9. Charging control and energy storage management system based on photovoltaic cells, characterized in that: include: Transfer switch simulation module, stability operation index acquisition module and complementary start judgment module; The switch simulation module is used to monitor the initial state of the designated ship in real time, and to simulate the switch of the designated ship relay to determine whether to send a complementary start instruction; The stability operation index acquisition module is used to monitor the operation of the designated ship main engine in real time to obtain the stability operation index if the complementary start command is sent. The stability operation index is used to quantify the stability of the designated ship main engine during operation; The complementary start judgment module is used to judge whether to send a complementary start completion instruction based on the acquired stability operation index. If so, the changes in the start status of the designated ship main engine during the shutdown process are monitored in real time and visualized.

10. A device for applying a method for complementary starting of a dual-engine ship according to any one of claims 1 to 8, characterized in that: include: Thickness gauges, pressure sensors, response time testers, current sensors, contact resistance testers, thermistors, digital torque sensors, power measuring instruments and temperature sensors; The thickness gauge is used to obtain the average contact gap; The pressure sensor is used to obtain the average contact pressure; The response time tester is used to obtain the average power supply response time; The current sensor is used to obtain the average starting current; The contact resistance tester is used to obtain the contact resistance; The thermistor is used to obtain the temperature rise value; The digital torque sensor is used to obtain the tightening torque; The power measuring instrument is used to obtain the average output power amplitude; The temperature sensor is used to obtain the average temperature of the propeller bearing.

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