A complementary starting method, system and device for a two-host ship

Abstract

The present invention discloses a complementary starting method, system and device for a dual-host ship, which relates to the technical field of ship main engine starting. The complementary starting method for the dual-host ship includes the following steps: transfer switch simulation; obtaining stability operation indexes; complementary starting judgment. By monitoring the initial state of a specified ship in real time, then performing transfer switch simulation on the relay of the specified ship to judge whether to send a complementary starting instruction, if so, monitoring the operation condition of the main engine of the specified ship in real time to obtain stability operation indexes, and finally judging whether to send a complementary starting completion instruction based on the obtained stability operation indexes, if so, monitoring the change of the starting state of the main engine of the specified ship during the shutdown process in real time and visualizing it, the present invention achieves the effect of improving the operation stability of the main engine during the complementary starting process of the dual-host ship, and solves the problem of low operation stability of the main engine during the complementary starting process of the dual-host ship in the prior art.

Description

Technical Field

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

[0002] With the continuous development of ship technology and the increasing prosperity of the marine transportation industry, the reliability and safety of ships have become the focus of attention in the industry. In ship design, a two-main-engine configuration has become a common choice, which can not only improve the power performance of the ship, but also provide backup power when a single main engine fails to ensure the normal operation of the ship. However, the starting system of two-main-engine ships faces many challenges, such as large starting current, long starting time, high starting failure rate, etc. To solve these problems, a new complementary starting method for two-main-engine ships has emerged.

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

[0004] For example, the ship, propulsion system, braking device and braking method disclosed in the invention patent announcement with the publication number of CN110562431B include: after detecting that the main engine is disengaged from the gearbox, detecting the speed of the propulsion shaft; when detecting that the speed of the propulsion shaft drops to the left preset speed, starting the left braking component to frictionally cooperate with the brake disc; when detecting that the speed of the propulsion shaft drops from the left preset speed to the right preset speed, starting the right braking component to lock and cooperate with the brake disc to lock the propulsion shaft.

[0005] For example, the multi-functional system and its control method for an LNG dual-fuel main-engine ship disclosed in the patent application with the publication number of CN117775252A include: during navigation, control valve Ⅰ and control valve Ⅱ are opened, control valve Ⅲ and control valve Ⅳ are closed, and the solar composite LNG cold energy unit provides the heat energy for the four-stage organic Rankine cycle and utilizes the LNG cold energy; during berthing, control valve Ⅰ and control valve Ⅱ are closed, control valve Ⅲ and control valve Ⅳ are opened, and in the solar 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 solutions of the present invention in the embodiments of the present application, it is found that the above technologies have at least the following technical problems:

[0007] In the prior art, due to the diversity of ship power systems, such as the start-up and unloading of large-load equipment, there is a certain complexity in the real-time load judgment of ships. Moreover, the prior art does not consider the dynamic balance between the main engine connection parameters during the operation of the ship, which further reduces the reliability of the power distribution result. There is a problem that the operation stability of the main engines of a two-main-engine ship is not high during the complementary start-up process. Summary of the Invention

[0008] Embodiments of the present application provide a complementary start-up method, system and device for a two-main-engine ship, which solve the problem of low operation stability of the main engines of a two-main-engine ship during the complementary start-up process in the prior art, and achieve an improvement in the operation stability of the main engines of a two-main-engine ship during the complementary start-up process.

[0009] Embodiments of the present application provide a complementary start-up method for a two-main-engine ship, including the following steps: Step 1, monitor the initial state of a specified ship in real time, and at the same time perform a transfer switch simulation on the relay of the specified ship to determine whether to send a complementary start-up instruction; Step 2, if a complementary start-up instruction is sent, monitor the operation of the main engine of the specified ship in real time to obtain a stability operation index, and the stability operation index is used to quantify the stability of the main engine of the specified ship during operation; Step 3, based on the obtained stability operation index, determine whether to send a complementary start-up completion instruction. If so, monitor the change of the start-up state of the main engine of the specified ship during the shutdown process in real time and visualize it.

[0010] Further, after performing the transfer switch simulation on the relay of the specified ship, it also includes obtaining a sensitivity evaluation value; the sensitivity evaluation value is used to evaluate the response compliance of the relay of the specified ship after receiving the transfer switch simulation instruction; the sensitivity evaluation value is obtained by the following method: after the transfer switch simulation of the preset number of times, respectively obtain the average contact data of the relay of the specified ship and the average start-up data of the main engine of the specified ship; according to the obtained average contact data and average start-up data, and in combination with the reference simulation data and sensitivity weight factors in the database, obtain the sensitivity evaluation value; the average contact data includes the average contact gap and the average contact pressure; the average start-up data includes the average power supply response duration and the average start-up current; the reference simulation data includes the reference contact gap, the reference contact pressure, the reference power supply response duration and the reference start-up current; the sensitivity weight factors include the contact gap weight factor, the contact pressure weight factor, the power supply response duration weight factor, the first sensitivity weight factor and the second sensitivity weight factor.

[0011] Further, after the operation condition of the main engine of the specified ship is monitored in real time, it further includes obtaining the reliability index of the connection point; the reliability index of the connection point is used to quantify the reliability at the specified electrical connection point between the main engines of the specified ship; the reliability index of the connection point is obtained by the following method: when the obtained sensitivity evaluation value is within the preset sensitivity allowable range in the database, the complementary start parameters at the current complementary start moment at the specified electrical connection point corresponding to the main engine of the specified ship are monitored in real time; it is judged whether the obtained temperature rise value is within the preset temperature rise value allowable range in the database. If so, the reliability index of the connection point is obtained by combining the obtained sensitivity evaluation value, the reference connection point parameters in the database, and the connection point reliability weight factor. Otherwise, a high-temperature warning instruction is sent; the complementary start 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 factor includes sensitivity evaluation value weight factor, contact resistance weight factor, temperature rise value weight factor, and tightening torque weight factor.

[0012] Further, before obtaining the stable operation index, it further includes judging whether to send an emergency braking instruction based on the obtained reliability index of the connection point. The specific process is as follows: E1, judge whether the obtained reliability index of the connection point is greater than the preset reliability index of the connection point in the database. If so, continue to monitor the connection condition at the specified electrical connection point corresponding to the main engine of the specified ship during the complementary start process. Otherwise, execute E2; E2, judge whether the obtained reliability index of the connection point is equal to the preset reliability index of the connection point in the database. If so, send a connection point loosening instruction. Otherwise, send an emergency braking instruction; the connection point loosening 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 the preset personnel to stop the complementary start process of the main engine of the specified ship.

[0013] Further, the specific steps for obtaining the stable operation index are as follows: when the obtained reliability index of the connection point is greater than the preset reliability index of the connection point in the database, the average output data of the main engine of the specified ship during the preset operation period is monitored in real time; the power transmission efficiency of the corresponding conversion device during the operation of the main engine of the specified ship during the preset operation period is monitored in real time. At the same time, the stable operation index is obtained by combining the obtained reliability index of the connection point, the reference operation data in the database, and the stable operation weight factor; the average output data includes the average output power amplitude and the average temperature of the propeller bearing; the reference operation data includes the reference temperature of the propeller bearing, the reference output power amplitude, and the reference power transmission efficiency; the stable operation weight factor includes the propeller bearing temperature weight factor, the output power amplitude weight factor, the power transmission efficiency weight factor, the reliability index weight factor of the connection point, the first stable influence weight factor, and the second stable influence weight factor.

[0014] Furthermore, the specific limiting expression of the stability operation index is as follows:

[0015] ;

[0016] In the formula, j is the number of the designated ship's main engine, , represents the left main engine, represents the right main engine, e is the natural constant, represents the stability operation index of the designated ship's main engine within the preset operation period, represents the first stability influence weight factor, represents the connection point reliability index weight factor, represents the connection point reliability index of the designated electrical connection point corresponding to the designated ship's main engine at the current complementary start moment, represents the preset connection point reliability index, represents the second stability influence weight factor, represents the propeller bearing temperature weight factor, represents the average propeller bearing temperature of the propeller bearing in the j-th designated ship's main engine within the preset operation period, represents the reference propeller bearing temperature, represents the output power amplitude weight factor, represents the average output power amplitude of the j-th designated ship's main engine within the preset operation period, represents the reference output power amplitude, represents the power transmission efficiency weight factor, represents the power transmission efficiency of the conversion device corresponding to the j-th designated ship's main engine within the preset operation period, represents the reference power transmission efficiency.

[0017] The embodiment of the present application provides a complementary start system for a dual-main-engine ship, including: a transfer switch simulation module, a stability operation index acquisition module, and a complementary start judgment module; wherein, the transfer switch simulation module is used to monitor the initial state of the designated ship in real time, and at the same time perform transfer switch simulation on the designated ship relay to judge whether to send a complementary start instruction; the stability operation index acquisition module is used to, if a complementary start instruction is sent, monitor the operation condition of the designated ship's main engine in real time to obtain the stability operation index, and the stability operation index is used to quantify the stability of the designated ship's main engine during operation; the complementary start judgment module is used to judge whether to send a complementary start completion instruction based on the obtained stability operation index, and if so, monitor the change of the start state of the designated ship's main engine during the shutdown process in real time and perform visualization.

[0018] The device applying the above-mentioned dual-host ship complementary starting method according to an embodiment of the present application includes: a feeler gauge, a pressure sensor, a response duration tester, a current sensor, a contact resistance tester, a thermistor, a digital torque sensor, a power measuring instrument, and a temperature sensor; the feeler gauge is used to obtain the average contact gap; the pressure sensor is used to obtain the average contact pressure; the response duration tester is used to obtain the average power supply response duration; 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 fastening 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.

[0019] One or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages:

[0020] 1. By real-time monitoring the initial state of a specified ship, then simulating a change-over switch for the relay of the specified ship to determine whether to send a complementary starting instruction. If so, real-time monitoring the operating condition of the main engine of the specified ship to obtain stability operation indicators, and finally judging whether to send a complementary starting completion instruction based on the obtained stability operation indicators, thus realizing a more accurate evaluation of the operating stability of the main engine of the specified ship, and further realizing an improvement in the operating stability of the main engines of a dual-host ship during the complementary starting process, effectively solving the problem of low operating stability of the main engines of a dual-host ship during the complementary starting process in the prior art.

[0021] 2. By real-time monitoring the complementary starting parameters at the current complementary starting moment at the specified electrical connection point corresponding to the main engine of the specified ship, when the obtained temperature rise value is within the allowable range of the preset temperature rise value in the database, combining the obtained sensitivity evaluation value and the reference connection point parameters and connection point reliability weight factor in the database to obtain a connection point reliability index, otherwise sending a high-temperature warning instruction, thus realizing an improvement in the accuracy of obtaining the connection point reliability index, and further realizing a more accurate evaluation of the connection stability at the specified connection point corresponding to the main engine of the specified ship.

[0022] 3. By real-time monitoring the average output data of the main engine of the specified ship during a preset operating period, and at the same time real-time monitoring the power transmission efficiency of the corresponding conversion device during the operation of the main engine of the specified ship 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 to obtain a stability operation index, thus realizing an improvement in the accuracy of obtaining the stability operation index, and further realizing a more accurate evaluation of the operating stability of the main engine of the specified ship. Description of the Drawings

[0023] Figure 1Flowchart of a complementary start method for a dual - main - engine ship provided by an embodiment of the present application;

[0024] Figure 2 Schematic diagram of complementary start of a designated ship's main engine provided by an embodiment of the present application;

[0025] Figure 3 Schematic structural diagram of a complementary start system for a dual - main - engine ship provided by an embodiment of the present application;

[0026] Figure 4 Schematic diagram of the operation of a designated ship provided by an embodiment of the present application;

[0027] Figure 5 External view of a complementary start device for a dual - main - engine ship provided by an embodiment of the present application. Detailed implementation manners

[0028] In an embodiment of the present application, by providing a complementary start method, system and device for a dual - main - engine ship, the problem of low stability of the main engine operation during the complementary start of a dual - main - engine ship in the prior art is solved. By real - time monitoring the initial state of a designated ship, and at the same time performing an operable simulation on the designated ship relay to obtain a sensitivity evaluation value, and then judging whether to send a complementary start instruction based on the obtained sensitivity evaluation value. If so, the operation condition of the designated ship's main engine is real - time monitored to obtain a connection point reliability index, and at the same time, it is judged whether to send an emergency braking instruction based on the obtained connection point reliability index. If so, a stability operation index is obtained and it is judged whether to send a complementary start completion instruction based on the obtained stability operation index. Finally, the change of the start states of the first main engine and the second main engine during the emergency braking process is real - time monitored and visualized, realizing the improvement of the stability of the main engine operation during the complementary start of a dual - main - engine ship.

[0029] The technical solution in the embodiment of the present application aims to solve the problem of low stability of the main engine operation during the complementary start of a dual - main - engine ship, and the general idea is as follows:

[0030] By real - time monitoring the initial state of a designated ship, then performing a change - over switch simulation on the designated ship relay to judge whether to send a complementary start instruction. If so, the operation condition of the designated ship's main engine is real - time monitored to obtain a stability operation index, and finally, it is judged whether to send a complementary start completion instruction based on the obtained stability operation index, achieving the effect of improving the stability of the main engine operation during the complementary start of a dual - main - engine ship.

[0031] To better understand the above - mentioned technical solution, the above - mentioned technical solution will be described in detail below in conjunction with the accompanying drawings of the specification and specific implementation manners.

[0032] As Figure 1As shown in the figure, it is a flowchart of a complementary start-up method for a dual-host ship provided by an embodiment of the present application. The method includes the following steps: Step 1, monitor the initial state of a specified ship in real time, and at the same time perform a transfer switch simulation on the relays of the specified ship to determine whether to send a complementary start-up instruction; Step 2, if a complementary start-up instruction is sent, monitor the operating conditions of the main engines of the specified ship in real time to obtain stability operation indicators, which are used to quantify the stability of the main engines of the specified ship during operation; Step 3, based on the obtained stability operation indicators, determine whether to send a complementary start-up completion instruction. If so, monitor the change in the start-up state of the main engines of the specified ship during the shutdown process and visualize it.

[0033] Among them, the initial state includes the disconnection of the conversion device, the switch-on, and the main engine power supply; the main engines of the specified ship include the left main engine and the right main engine; the relays of the specified ship include the first relay and the second relay; the switch-on includes the left switch-on and the right switch-on; the left switch-on is used to provide power supply for the left main engine; the right switch-on is used to provide power supply for 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 being in a standby state after receiving the power supply from the left switch-on; the right main engine power supply indicates being in a standby state after receiving the power supply from the right switch-on; the transfer switch simulation includes a closing simulation and a disconnection simulation.

[0034] As Figure 2 shown in the figure, it is a schematic diagram of the complementary start-up of the main engines of a specified ship provided by an embodiment of the present application. The first relay is usually the relay KM1, and the second relay is usually the relay KM2. In this example, the transfer switch is used to control the energization of the relays KM1 and KM2, realizing the complementary start-up function of the left and right main engines of the specified ship. This design ensures that when one main engine fails, the other main engine can start quickly, improving the emergency start-up ability and safety of the ship, and thus realizing the improvement of the operating stability of the main engines during the complementary start-up process of the dual-host ship.

[0035] Further, perform a transfer switch simulation on a specified ship relay, and then obtain a sensitivity evaluation value; the sensitivity evaluation value is used to evaluate the response compliance of the specified ship relay after receiving the transfer switch simulation instruction; the sensitivity evaluation value is obtained by the following method: after the transfer switch simulation for a preset number of times, obtain the average contact data of the specified ship relay and the average start data of the specified ship main engine respectively; obtain the sensitivity evaluation value according to the obtained average contact data and average start data, combined with the reference simulation data and sensitivity weight factors in the database; the average contact data includes the average contact gap and average contact pressure; the average start data includes the average power supply response duration and average start current; the reference simulation data includes the reference contact gap, reference contact pressure, reference power supply response duration, and reference start current; the sensitivity weight factors include the contact gap weight factor, contact pressure weight factor, power supply response duration weight factor, first sensitivity weight factor, and second sensitivity weight factor.

[0036] Among them, the specific limit expression of the sensitivity evaluation value is:

[0037] ;

[0038] In the formula, i is the number of the specified ship relay, , represents the first relay, represents the second relay, j is the number of the specified ship main engine, , represents the left main engine, represents the right main engine, e is the natural constant, represents the sensitivity evaluation value of the specified ship relay after the transfer switch simulation for a preset number of times, represents the average start current of the jth specified ship main engine after the transfer switch simulation for a preset number of times, represents the reference start current, represents the contact gap weight factor, represents the average contact gap of the ith specified ship relay after the transfer switch simulation for a preset number of times, represents the reference contact gap, represents the contact pressure weight factor, represents the average contact pressure of the ith specified ship relay after the transfer switch simulation for a preset number of times, represents the reference contact pressure, represents the power supply response duration weight factor, represents the average power supply response duration of the jth specified ship main engine after the transfer switch simulation for a preset number of times, represents the reference power supply response duration.

[0039] In this embodiment, the primary conversion switch simulation includes a primary closing simulation and a primary opening simulation, which are performed by a preset person; the average contact gap is within the maximum allowable contact gap range in the database, the average contact pressure is within the maximum allowable contact pressure range in the database, the average power supply response duration is within the maximum allowable power supply response duration range in the database, and the average starting current is within the maximum allowable starting current range in the database. Among them, the maximum allowable contact gap range and the maximum allowable contact pressure range respectively represent the ranges corresponding to the maximum and minimum values of the historical contact gap and historical contact pressure of the specified ship relay in the database after the historical conversion switch simulation ends. The maximum allowable power supply response duration 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 duration and historical starting current of the specified ship main engine in the database after the historical conversion switch simulation ends.

[0040] The unit of the average contact gap is the same as that of the reference contact gap, both are millimeters (mm); the unit of the average contact pressure is the same as that of the reference contact pressure, both are pascals (Pa); the unit of the average starting current is the same as that of the reference starting current, both are milliamperes (mA); the unit of the average power supply response duration is the same as that of the reference power supply response duration, both are milliseconds (ms).

[0041] The reference contact gap and the reference contact pressure are respectively represented by the results of summing and averaging the historical contact gap and historical contact pressure of the specified ship relay in the database after each historical conversion switch simulation ends. The reference power supply response duration and the reference starting current are respectively represented by the results of summing and averaging the historical power supply response duration and historical starting current of the specified ship main engine in the database after each historical conversion switch simulation ends.

[0042] The contact gap weight factor, the contact pressure weight factor, and the power supply response duration weight factor are respectively the influence degrees of the preset average contact gap, average contact pressure, and average power supply response duration in the database on the process of obtaining the sensitivity evaluation value. Specifically, the database stores preset weight factors corresponding to the average contact gap, average contact pressure, and average power supply response duration. There is a preset mapping relationship between these weight factors and the average contact gap, average contact pressure, and average power supply response duration. This mapping relationship can be one-to-one or many-to-one. In practical applications, the real-time average contact gap, average contact pressure, and average power supply response duration can be input into this mapping relationship, so as to quickly obtain the corresponding weight factors, which provides an important quantitative index for evaluating the response speed and accuracy of the specified ship relay, and further calculates the sensitivity evaluation value more accurately.

[0043] In this example, the value ranges of the electric shock gap weight factor, the electric shock pressure weight factor, and the power supply response duration weight factor are all limited to between 0 and 1, and the sum of the three is 1.

[0044] The first sensitivity weight factor and the second sensitivity weight factor are respectively the influence degrees of the preset first sensitivity evaluation value and the second sensitivity evaluation value in the database on the process of obtaining the sensitivity evaluation value. Specifically, the database stores preset weight factors corresponding to the first sensitivity evaluation value and the second sensitivity evaluation value. There is a preset 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 index for evaluating the response speed and accuracy of a specified ship relay, and further calculates the sensitivity evaluation value more accurately.

[0045] In this example, the value ranges of the first sensitivity evaluation value and the second sensitivity evaluation value are both limited to between 0 and 1, and the sum of the two is 1. Among them, 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. The second sensitivity evaluation value is obtained by processing the power supply response duration weight factor, the second sensitivity weight factor, the average power supply response duration, and the reference power supply response duration.

[0046] The aforementioned database is a database established before the design of a dual-host ship complementary starting method for storing various setting data. The database includes but is not limited to the preset sensitivity allowable range, the preset connection point reliability index, the reference propeller bearing temperature, the reference output power amplitude, and the preset operation period. The various values therein are directly set by technicians. 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 changeover switch ends. In addition, the various values in the database can be set and fine-tuned by technicians according to actual debugging.

[0047] It should be understood that when At this time, the sensitivity evaluation value increases with the increase of the average electric shock gap and the average electric shock pressure, and decreases with the increase of the average power supply response duration. Similarly, when At this time, the sensitivity evaluation value decreases with the increase of the average electric shock gap, the average electric shock pressure, and the average power supply response duration.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] Further, the operation status of the main engine of a specified ship is monitored in real time, and then it further includes obtaining the reliability index of the connection point; the reliability index of the connection point is used to quantify the reliability at the specified electrical connection point between the main engines of the specified ship; the reliability index of the connection point is obtained through the following method: when the obtained sensitivity evaluation value is within the preset sensitivity allowable range in the database, the complementary start parameters at the current complementary start moment of the specified electrical connection point corresponding to the specified ship's main engine are monitored in real time; it is judged whether the obtained temperature rise value is within the preset temperature rise value allowable range in the database. If so, the connection point reliability index is obtained by combining the obtained sensitivity evaluation value, the reference connection point parameters in the database, and the connection point reliability weight factors, otherwise a high-temperature warning instruction is sent; the complementary start parameters include contact resistance, temperature rise value, and fastening torque; the reference connection point parameters include reference contact resistance, reference temperature rise value, and reference fastening torque; the connection point reliability weight factors include sensitivity evaluation value weight factor, contact resistance weight factor, temperature rise value weight factor, and fastening torque weight factor.

[0054] Among them, the specific limiting expression of the connection point reliability index is:

[0055] ;

[0056] In the formula, t is the serial number of the current complementary start moment, , T is the total number of the current complementary start moments, e is the natural constant, represents the connection point reliability index of the specified electrical connection point corresponding to the specified ship's main engine at the current complementary start moment, represents the sensitivity evaluation value weight factor, represents the sensitivity evaluation value of the specified ship relay after the simulation of the change-over switch for the preset number of times, represents the sensitivity allowable range, represents the contact resistance weight factor, represents the contact resistance of the specified electrical connection point corresponding to the specified ship's main engine at the current complementary start moment t, represents the reference contact resistance, represents the temperature rise value weight factor, represents the temperature rise value of the specified electrical connection point corresponding to the specified ship's main engine at the current complementary start moment t, represents the reference temperature rise value, represents the temperature rise value allowable range, represents the fastening torque weight factor, represents the fastening torque of the specified electrical connection point corresponding to the specified ship's main engine at the current complementary start moment t, represents the reference fastening torque.

[0057] In this embodiment, the temperature rise value represents the temperature rise generated at the specified electrical connection point corresponding to the specified ship's main engine when the starting current passes through, and is usually used to reflect the heat dissipation capacity at the specified electrical connection point corresponding to the specified ship's 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, where the allowable range of the tightening torque represents the range corresponding to the maximum and minimum values of the historical tightening torques at the specified electrical connection point corresponding to the specified ship's main engine at each historical complementary starting moment in the database.

[0058] The preset allowable range of the temperature rise value represents the range corresponding to the maximum and minimum values of the historical temperature rise values at the specified electrical connection point corresponding to the specified ship's main engine at each historical complementary starting moment in the database. The reference contact resistance, the reference temperature rise value, and the reference tightening torque are respectively represented by the results of summing and averaging the historical contact resistance, the historical temperature rise value, and the historical tightening torque at the specified electrical connection point corresponding to the specified ship's main engine at each historical complementary starting moment in the database.

[0059] The contact resistance and the reference contact resistance have the same unit, both being ohm (Ω); the temperature rise value and the reference temperature rise value have the same unit, both being degree Celsius (°C); the tightening torque and the reference tightening torque have the same unit, both being Newton meter (Nm).

[0060] The weight factor of the sensitivity evaluation value, the weight factor of the contact resistance, the weight factor of the temperature rise value, and the weight factor of the tightening torque are respectively the influence degrees of the preset sensitivity evaluation value, contact resistance, temperature rise value, and tightening torque in the database on the process of obtaining the connection point reliability index. Specifically, the database stores the preset weight factors corresponding to the sensitivity evaluation value, contact resistance, temperature rise value, and tightening torque. There is a preset 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, so as to quickly obtain the corresponding weight factors, providing an important quantitative index for evaluating the dynamic balance stability between the main engine connection points, and further calculating the connection point reliability index more accurately.

[0061] In this example, the value ranges of the update frequency weight factor, the update amplitude weight factor, the transaction efficiency weight factor, and the loss function weight factor are all limited between 0 and 1, and the sum of the four is 1.

[0062] It should be understood that the reliability index of the connection point 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 specified electrical connection point may be more vulnerable to mechanical stress, resulting in excessive 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.

[0063] The 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. To reduce the contact resistance, it may be necessary to increase the tightening torque to increase the preload force, thereby improving the fit degree of the contact surface.

[0064] By considering the above indirect influence mechanism, it is helpful to better evaluate and optimize the reliability of the connection point. By precisely controlling the sensitivity and contact resistance of the connection point, it is possible to ensure the stable and reliable electrical connection of the main engine during startup and operation, reduce faults and downtime caused by poor connection, and thus improve the operating stability of the main engine during the complementary startup process of the two-main-engine ship, effectively solving the problem of low operating stability of the main engine of the two-main-engine ship during the complementary startup process in the prior art.

[0065] Furthermore, to obtain the stability operation index, it also includes judging whether to send an emergency braking instruction based on the obtained connection point reliability index before. The specific process is as follows: E1, judge whether the obtained connection point reliability index is greater than the preset connection point reliability index in the database. If so, continue to monitor the connection situation of the specified electrical connection point corresponding to the specified ship main engine during the complementary startup process; otherwise, execute E2; E2, judge whether the obtained connection point reliability index is equal to the preset connection point reliability index in the database. If so, send a connection point loosening instruction; otherwise, send an emergency braking instruction. The connection point loosening 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 the preset personnel to stop the complementary startup process of the specified ship main engine.

[0066] In this embodiment, the preset connection point reliability index is represented by the result of summing and averaging the historical connection point reliability indexes of the specified electrical connection point corresponding to the specified ship main engine at each historical complementary startup moment in the database. By comparing the numerical relationship between the obtained connection point reliability index and the preset connection point reliability index, this example helps to reduce the probability of faults, enables the preset personnel to quickly understand the current operating status of the specified ship, thereby improving the speed and efficiency of emergency response, and further achieving precise partitioning and response to different complementary startup states.

[0067] Further, the specific steps for obtaining the stability operation index are as follows: when the obtained connection point reliability index is greater than the preset connection point reliability index in the database, the average output data of the specified ship's main engine within the preset operation period is monitored in real time; the power transmission efficiency of the corresponding conversion device of the specified ship's main engine during operation within the preset operation period is monitored in real time, and at the same time, the obtained connection point reliability index, the reference operation data in the database, and the stability operation weight factor are combined to obtain the stability operation index; the average output data includes the average output power amplitude and the average temperature of the propeller bearing; 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, the connection point reliability index weight factor, the first stability influence weight factor, and the second stability influence weight factor.

[0068] Among them, the specific limit expression of the stability operation index is:

[0069] ;

[0070] In the formula, j is the number of the specified ship's main engine, , represents the left main engine, represents the right main engine, e is the natural constant, represents the stability operation index of the specified ship's main engine within the preset operation period, represents the first stability influence weight factor, represents the connection point reliability index weight factor, represents the connection point reliability index of the specified electrical connection point corresponding to the j-th specified ship's main engine at the current complementary start moment, represents the preset connection point reliability index, represents the second stability influence weight factor, represents the propeller bearing temperature weight factor, represents the average temperature of the propeller bearing in the j-th specified ship's main engine within the preset operation period, represents the reference propeller bearing temperature, represents the output power amplitude weight factor, represents the average output power amplitude of the j-th specified ship's main engine within the preset operation period, represents the reference output power amplitude, represents the power transmission efficiency weight factor, represents the power transmission efficiency of the conversion device corresponding to the j-th specified ship's main engine within the preset operation period, represents the reference power transmission efficiency.

[0071] In this embodiment, the average temperature of the propeller bearing within a preset operation period is within the allowable range of the propeller bearing temperature in the database, and the amplitude of the average output power is within the allowable range of the output power amplitude in the database. Here, 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's main engine in the database during each historical operation 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's main engine in the database during each historical operation period.

[0072] The unit of the average temperature of the propeller bearing and the reference propeller bearing temperature is the same, both being degrees Celsius (°C); the unit of the amplitude of the average output power and the reference output power amplitude is the same, both being watts (W); the unit of the power transmission efficiency and the reference power transmission efficiency is the same, both being percentages (%).

[0073] The output power and output power of the corresponding conversion device of the specified ship's main engine are measured by a power sensor within a preset operation period, and the power transmission efficiency is obtained by performing a division operation on the output power and the input power; the reference propeller bearing temperature is represented by the result of summing and averaging the historical average temperatures of the propeller bearings in the specified ship's main engine in the database during each historical operation period, the reference output power amplitude is represented by the result of summing and averaging the historical average output power amplitudes of the specified ship's main engine in the database during each historical operation period, and the reference power transmission efficiency is represented by the result of summing and averaging the historical average power transmission efficiencies of the corresponding conversion devices of the specified ship's main engine in the database during each historical operation period.

[0074] The first stability influence weight factor and the second stability influence weight factor are respectively the influence degrees of the preset first stability influence index and the second stability influence index in the database on the process of obtaining the stability operation index. Specifically, the database stores the weight factors corresponding to the first stability influence index and the second stability influence index, and there is a preset mapping relationship between these weight factors and the first stability influence index and the second stability influence index. This mapping relationship can be one-to-one or many-to-one. In practical applications, the real-time first stability influence index and the second stability influence index can be input into this mapping relationship, so as to quickly obtain the corresponding weight factors, which provides an important quantitative index for evaluating the accuracy and stability of the operation of the specified ship's main engine, and further calculates the stability operation index more accurately.

[0075] In this example, the value ranges of the first stability influence weight factor and the second stability influence weight factor are both limited to between 0 and 1, and the sum of the two is 1. Among them, 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, the output power amplitude, the power transmission efficiency, and the corresponding propeller bearing temperature weight factor, output power amplitude weight factor, and power transmission efficiency weight factor.

[0076] The database stores preset weight factors that are closely related to the regulation stability index. A predefined 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 should be noted that this mapping is not randomly set. It can be one-to-one or many-to-one. In actual applications, when it is necessary to evaluate the stability of a specified ship's main engine during the operation of a specified ship, the propeller bearing temperature, output power amplitude, power transmission efficiency, and connection point reliability index obtained in real time can be directly input into this preset mapping relationship, and 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.

[0077] Particularly importantly, in order to ensure the consistency and comparability of the evaluation, the value ranges of the propeller bearing temperature weight factor, output power amplitude weight factor, power transmission efficiency weight factor, and 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.

[0078] It should be added that when the obtained stability operation index is greater than the preset stability operation index in the database, it indicates that the complementary start result of the specified ship's main engine meets the expected requirements and a complementary start completion instruction is sent; otherwise, a specified ship's main engine maintenance instruction is sent. Among them, the preset stability operation index is represented by the result of summing and averaging the historical stability operation indexes of the specified ship's main engine in each historical operation period in the database.

[0079] It should be understood that the stable operation index increases with the increase of the reliability index of the connection point, the temperature of the propeller bearing, the amplitude of the output power, and the power transmission efficiency. Among them, the reliability index of the connection point also indirectly affects the value of the temperature of the propeller bearing. When the reliability of the connection point increases, it means that the connections between components are tight and stable, reducing the additional friction and heat generation caused by vibration or loosening. As an important part of the power system, the increase in the temperature of the propeller bearing is often related to the increase in friction. Therefore, when the reliability of the connection point improves, the additional friction generated by the unstable connection of the propeller bearing decreases, and thus the bearing temperature decreases.

[0080] The temperature of the propeller bearing also indirectly affects the values of the output power amplitude and the power transmission efficiency. When the bearing temperature rises, the lubricating oil may deteriorate or evaporate, resulting in a decline in lubrication effect and increased bearing wear. This will not only increase the energy loss during the power transmission process and reduce the power transmission efficiency, but also may cause vibration and noise due to excessive bearing wear, thereby affecting the stability and amplitude of the output power. Specifically, too high a bearing temperature may lead to an increase in the resistance during the power transmission process, causing the output power amplitude to decrease. At the same time, due to the increased energy loss, the power transmission efficiency will also decrease accordingly.

[0081] By considering the above indirect influence mechanism, it helps to take targeted measures to improve the running stability of the main engines of a twin-engine ship during the complementary starting process. For example, strengthening the cooling and lubrication systems 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 reduce the temperature of the propeller bearings, increase the output power amplitude and the power transmission efficiency, and thus improve the running stability of the main engines of the twin-engine ship during the complementary starting process, effectively solving the problem of low running stability of the main engines of twin-engine ships in the prior art during the complementary starting process.

[0082] As Figure 3 shown, it is a schematic structural diagram of a complementary starting system for a twin-engine ship provided by an embodiment of the present application. A complementary starting system for a twin-engine ship provided by an embodiment of the present application includes: a transfer switch simulation module, a stable operation index acquisition module, and a complementary starting judgment module; wherein, the transfer switch simulation module is used to monitor the initial state of a specified ship in real time, and at the same time perform transfer switch simulation on the relay of the specified ship to judge whether to send a complementary starting instruction; the stable operation index acquisition module is used to, if a complementary starting instruction is sent, monitor the running condition of the main engine of the specified ship in real time to obtain the stable operation index, and the stable operation index is used to quantify the stability of the main engine of the specified ship during operation; the complementary starting judgment module is used to judge whether to send a complementary starting completion instruction based on the obtained stable operation index. If so, it monitors the change of the starting state of the main engine of the specified ship during the shutdown process in real time and visualizes it.

[0083] As shown Figure 4 in the figure, it is the schematic diagram of the operation of the designated ship provided by the embodiment of the present application. Figure 4 In Figure 4 , 24V 200AH indicates that the voltage of the battery packs in the left starting battery and the right starting 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:

[0084] (1) The initial state of the designated ship is usually the normal working state of the designated ship. The principle is: the conversion device is in the off position; the change-over switch (left) is in the on state, supplying power to the left main engine; the change-over switch (right) is in the on state, supplying power to the right main engine.

[0085] (2) The complementary start state of the designated ship is usually the emergency start state of the designated ship. The principle is: the left main engine starts the right main engine, making the conversion device in the on state. At this time, the change-over switch (left) is in the on state, and the change-over switch (right) is in the off state; the right main engine starts the left main engine, making the conversion device in the on state. At this time, the change-over switch (right) is in the on state, and the change-over switch (left) is in the off state.

[0086] Compared with the prior art, in this example, the initial state of the designated ship is monitored in real time through the change-over switch simulation module, and the change-over switch simulation is performed on the designated ship relay, which can accurately judge whether to send a complementary start command. Once the decision is made to start the complementary mechanism, the stability operation index acquisition module will immediately intervene and monitor the operation of the designated ship's main engine in real time to ensure 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 judges whether to send a complementary start completion command based on the stability operation indicators and performs visualization processing, enabling the operator to intuitively understand the operation state of the designated ship's main engine, reducing the failure rate, and improving the safety and reliability of ship operation.

[0087] As shown Figure 5 in the figure, it is the external view of a complementary start device for a two-main-engine ship provided by the embodiment of the present application. Figure 5The switch marked with "Function Selection" has two positions beside it, respectively marked as "0FF", which usually indicates that this switch is used to select different working modes or power states; "Right main engine annexed electrical and daily switch cabinet" indicates that the right main engine has multiple functions, including annexing power supply and daily switch control; the two identifications of "Left starting battery emergency charging" and "Right starting battery emergency charging" indicate that both the left starting battery and the right starting battery have the function of emergency charging, which may be to charge the starting battery in a certain emergency situation; "Brand" is the identification of the distribution box manufacturer, used to indicate the producer of this device.

[0088] The device applying a dual-main-engine ship complementary starting method provided by the embodiment of the present application includes: feeler gauge, pressure sensor, response duration tester, current sensor, contact resistance tester, thermistor, digital torque sensor, power measurement instrument, and temperature sensor; the feeler gauge is used to obtain the average contact gap; the pressure sensor is used to obtain the average contact pressure; the response duration tester is used to obtain the average power supply response duration; 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 measurement instrument is used to obtain the average output power amplitude; the temperature sensor is used to obtain the average temperature of the propeller bearing.

[0089] In summary, the embodiment of the present application realizes a more accurate evaluation of the running stability of the main engine of the specified ship by monitoring the initial state of the specified ship in real time, then simulating the change-over switch of the specified ship relay to judge whether to send a complementary starting instruction. If so, it monitors the running condition of the main engine of the specified ship in real time to obtain the stability operation index, and finally judges whether to send a complementary starting completion instruction based on the obtained stability operation index. Thus, it improves the running stability of the main engine during the complementary starting process of the dual-main-engine ship, and effectively solves the problem of low running stability of the main engine during the complementary starting process of the dual-main-engine ship in the prior art.

[0090] Those skilled in the art should understand that the embodiments of the present invention can be provided as a method, a system, or a computer program product. Therefore, the present invention can be implemented in the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present invention can be implemented in 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.

[0091] The present invention is described with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to embodiments of the present invention. It should be understood that each flow and / or block in the flowchart and / or block diagram, and the combination of flows 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 the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, such that the instructions executed by the processor of the computer or other programmable data processing devices produce a means for implementing the functions specified in the Figure 1 one or more flows and / or blocks Figure 1 one or more blocks.

[0092] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, such that the instructions stored in the computer-readable memory produce a manufactured article including an instruction means that implements the functions specified in the Figure 1 one or more flows and / or blocks Figure 1 one or more blocks.

[0093] These computer program instructions can also be loaded onto a computer or other programmable data processing device, such that a series of operational steps are executed on the computer or other programmable device to generate a computer-implemented process, so that the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in the Figure 1 one or more flows and / or blocks Figure 1 one or more blocks.

[0094] Although the preferred embodiments of the present invention have been described, those skilled in the art can make additional changes and modifications once they learn the basic creative concept. Therefore, the appended claims are intended to be construed to include the preferred embodiments and all changes and modifications falling within the scope of the present invention.

[0095] Obviously, those skilled in the art can make various changes and variations 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 equivalent technologies, 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 3: determine whether to send a complementary startup completion instruction based on the obtained stability operation index. If so, monitor the changes in the startup state of the designated ship main engine during the shutdown process in real time and visualize them; The switching simulation of the designated ship relay is performed, and then the sensitivity evaluation value is obtained; 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.

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: 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.

4. 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.

5. A method for complementary starting of a dual-engine ship as claimed in claim 4, 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.

6. A method for complementary starting of a dual-engine ship as claimed in claim 4, 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 the stability operation index is obtained by combining the obtained connection point reliability index with the reference operation data and stability operation weight factor in the database; 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.

7. A method for complementary starting of a dual-engine ship as claimed in claim 6, 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.

8. A device for applying a method for complementary starting of a dual-engine ship according to any one of claims 1 to 7, 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.

9. A system using a method for complementary starting of a dual-engine ship as claimed in any one of claims 1 to 7, 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.

Images