Ship safety intelligent early warning system

Abstract

A ship safety intelligent early warning system disclosed by the present invention comprises three test points arranged on a universal driving shaft, the first test point is used for monitoring the rotating speed of the universal driving shaft, the second test point is used for monitoring the internal bearing contact force and the external stress of the universal driving shaft, and the third test point is used for monitoring the deflection angle of the universal driving shaft; the first test point, the second test point and the third test point transmit monitored information to the analysis control end; the analysis control end judges whether the ship breaks down or not in the operation process according to the received information, and if yes, an early warning signal is sent out. The state of the diesel engine main engine in the ship advancing process can be accurately obtained, and therefore the ship safety evaluation precision is improved.

Description

Technical Field

[0001] The invention relates to the field of testing, and in particular to a ship safety intelligent early warning system. Background Art

[0002] The diesel engine main engine is the heart of the ship and the most important part of the ship's power equipment. The linkage shaft is one of the most important components of the diesel engine. Its technical performance and working condition have a great impact on navigation safety. At the same time, the accurate identification of underwater objects during the ship's movement is also particularly important.

[0003] In the prior art, the test of ship safety performance, especially the test of diesel engine main engine linkage shaft, uses multiple sensors for testing. The accuracy of sensor signals directly affects the determination of ship safety performance. However, the existing sensor technologies, such as angle test sensors and displacement test sensors, have low accuracy and cannot meet the requirements of accurate measurement. Therefore, the accuracy of ship safety assessment is restricted, and there is a lack of a comprehensive safety assessment system. Summary of the invention

[0004] Purpose of the invention: The purpose of the present invention is to provide a ship safety intelligent early warning system that can accurately obtain the status of the diesel engine main engine during the ship's travel, thereby improving the accuracy of ship safety assessment.

[0005] Technical solution: A ship safety intelligent early warning system of the present invention comprises three test points arranged on a linkage shaft, the linkage shaft is connected to the diesel engine main engine of the ship, and the three test points are respectively a first test point, a second test point, and a third test point;

[0006] The first test point, the second test point, and the third test point are respectively connected to the analysis control terminal;

[0007] The first test point is used to monitor the rotational speed of the linkage shaft, the second test point is used to monitor the internal bearing contact force and external force of the linkage shaft, and the third test point is used to monitor the deflection angle of the linkage shaft; the first test point, the second test point, and the third test point transmit the monitored information to the analysis and control end; the analysis and control end determines whether a fault occurs during the operation of the ship based on the received information, and if a fault is determined, an early warning signal is issued.

[0008] Further, the first test point includes a test sensor and an analysis and calculation module, wherein the test sensor is arranged on a gear plate of the linkage shaft;

[0009] The test sensor collects the digital voltage signal time series value {x1, x2, x3…x i , …, x n}, where some points fall on the corresponding zero-value point sequence {…x j-1 、xj 、x j+1 …}, for points that do not fall in the corresponding zero-value point sequence, the nearest j The two sampling points x j-1 and x j+1 Connect, analyze and calculate the sampling point x j-1 and x j+1 The intersection of the line and the sampling time axis, where the zero value point P j ;

[0010] When x j-1 ·x j+1 When ≤0,

[0011]

[0012] According to the above formula, the zero point sequence {P1, P2, ..., P m}, then the speed of the linkage shaft V z The calculation formula is as follows:

[0013]

[0014] Wherein, Z represents the number of teeth on the gear plate; T represents the sampling period.

[0015] Furthermore, the calculation process of the internal bearing contact force of the linkage shaft is as follows:

[0016] The internal bearing contact force F bearing Modeling, when the linkage axis moves from its original position, using the spherical coordinate system to represent the rolling element position, the local coordinate system Obtained by rotating the spherical coordinate system along the direction of the jth rolling element, the angle θ j ∈(0,2π),θ j Indicates that in the radial plane (e x , e y ), Ψ j is the axial and radial plane of the jth rolling element (e x , e y ), then the matrix:

[0017]

[0018] Among them, P j To transform the initial axis coordinate U0 to the new coordinate U in the local coordinate system associated with the jth rolling element j The rotation matrix is:

[0019]

[0020] The total deflection of the linkage shaft is denoted as d j , then the disturbance δ can be calculated j for:

[0021]

[0022] Where c is the internal clearance of the bearing; For U j The radial component of

[0023] Then the internal bearing contact force F of the linkage shaft is bearing The expression is as follows:

[0024]

[0025] Among them, k b It represents the equivalent contact stiffness composed of the inner ring, outer ring and rolling element; α represents the coefficient of the rolling element.

[0026] Furthermore, the calculation process of the external force of the linkage shaft is as follows:

[0027] The finite element analysis model is used to simulate the linkage axis. The six degrees of freedom of the linkage axis include three displacements (x, y, z) along each axis and three rotations (θ x ,θ y ,θ z ), let X i is the displacement vector of node i, that is, X i =(x i ,y i ,z i ,θ x ,θ y ,θ z ),speed is the time derivative of the displacement vector, constructing the global displacement vector X=(X1,X2,…,X P ) T and the global velocity vector The external force F ext The expression is as follows:

[0028]

[0029] Among them, M is the mass matrix; C is the damping matrix; K is the stiffness matrix.

[0030] Furthermore, the calculation process of the deflection angle of the linkage shaft is as follows:

[0031] Establish the coordinate system S = (0,e x ,e y), 0 represents the axis of the linkage axis at the initial position (t = 0), the angle test unit is placed at point A at a distance R from the axis O, and OA is x The angle between them is θ, then:

[0032]

[0033] At the moment t>0, the axis center of the linkage axis has moved a distance z along the angle Ψ, and the axis center of the linkage axis becomes O*, and:

[0034]

[0035] Form a new coordinate system S*=(O*,e x ,e y ), the angular position of the angle test unit in S* is recorded as θ*, and is derived from the original angle θ:

[0036]

[0037] in,

[0038] x'=zcos(Ψ-θ)

[0039] y'=zsin(Ψ-θ)

[0040]

[0041] Wherein, x' and y' represent the displacement of the linkage axis in the direction of the angle test unit and the direction perpendicular to the angle test unit, respectively; θ* represents the deflection angle of the linkage axis.

[0042] Furthermore, the analysis control end determines whether the received information is within a preset threshold range, and determines whether a fault occurs during the operation of the ship by generating high and low levels or by calculating a fault value.

[0043] Furthermore, the analysis control end determines whether the received information is within a preset threshold range, and determines whether a fault occurs during the operation of the ship by generating high and low levels, including:

[0044] If the analysis control terminal determines that the received information is within the threshold range preset in the analysis control terminal, a low level is generated in the analysis control terminal, otherwise a high level is generated;

[0045] An OR gate circuit is arranged in the analysis control end, and the OR gate circuit is connected to the sound and light alarm device. The analysis control end transmits the generated level signal to the OR gate circuit. If the OR gate circuit outputs a high level, the sound and light alarm device is triggered.

[0046] Furthermore, the analysis control end determines whether the received information is within a preset threshold range, and determines whether a fault occurs during the operation of the ship by calculating a fault value, including:

[0047] The first test point obtains the speed V of the linkage shaft Z The analysis control terminal outputs a first judgment value A1 according to the received speed information, and the speed V Z In the speed threshold range [V min , V max ], A1=0, V Z >V max When A1=(V z -V max ) / V max , V z <V min When A1=(V min -V z ) / V min ;

[0048] The second test point obtains the external force F of the linkage axis ext , the analysis control terminal outputs the second judgment value A2 according to the received external force information, F ext In the external force threshold range [F1 min , F1 max ], A2=0, F ext >F1 max When A2=(F ext -F1 max ) / F1 max , F ext <F1 min When A2=(F1 min -F ext ) / F1 min ;

[0049] The second test point obtains the internal bearing contact force F of the linkage shaft bearing The analysis control end outputs the third judgment value A3 according to the received internal bearing contact force, F bearing In the internal bearing contact force threshold range [F2 min , F2 max ], A3=0, F bearnng >F2 max When A3=(F bearing -F2 max ) / F2 max , F bearing <F2 min When A3=(F2 min -F bearing ) / F2 min;

[0050] The third test point obtains the deflection angle θ of the linkage axis * , analyze the control end according to the received deflection angle θ * Output the fourth judgment value A4, the deflection angle θ * In the speed threshold range [θ* min ,θ* max ], A4=0, θ * >θ* max When A4=(θ * -θ* max ) / θ* max ,θ * <θ* min When A4=(θ* min -θ*) / θ* min ;

[0051] Analyze the fault value S calculated by the control end, then:

[0052] S=k1×A1+k2×A2+k3×A3+k4×A4

[0053] Among them, k1, k2, k3, k4 are preset weight values, k1+k2+k3+k4=1, and a fault threshold S' is stored in the analysis control terminal. If S>S', the analysis control terminal triggers the sound and light alarm device.

[0054] Furthermore, it also includes an image acquisition module disposed below the water surface, and an image processing module connected to the image acquisition module; wherein the image processing module is connected to the analysis control terminal;

[0055] The image acquisition module is used to collect image information of obstacles under the water surface where the ship is traveling, and transmit it to the image processing module; the image processing module extracts image edge information of obstacles and transmits it to the analysis and control end;

[0056] The analysis control end calculates the area according to the received image edge information, and determines whether the ship needs to change the predetermined course according to the calculated area value. If the course needs to be changed, the image information is transmitted to the bridge through a wireless transmission device;

[0057] The image acquisition module is used to collect image information of obstacles under the water surface where the ship is traveling, and transmit it to the image processing module, including:

[0058] The image acquisition module acquires image information of underwater obstacles through a laser beam. The amplitude range of the returned laser beam waveform received by the image acquisition module is [A min， A max ], the amplitude of the laser beam returned by the i-th item is A i, then:

[0059]

[0060] Among them, A' i is the amplitude of the corrected laser beam; the corrected amplitudes of all returned lasers are obtained to form a corrected image as image information.

[0061] Furthermore, the image processing module extracts image edge information of obstacles and transmits it to the analysis control terminal, including:

[0062] The image processing module performs convolution calculation on the received image I(x, y), and the image after filtering is H(x, y), then:

[0063] H(x,y)=I(x,y)*G(x,y)

[0064]

[0065] Where δ is the standard deviation of the two-dimensional Gaussian function;

[0066] Calculate the gradient magnitude and direction of the image, H x (x,y) is the partial derivative of the image H(x,y) in the X direction, H y (x, y) is the partial derivative of the image H(x, y) in the Y direction, then the gradient amplitude A(x, y) and angle θ of the image H(x, y) are calculated by the following formula:

[0067]

[0068] Check each pixel. If its gradient amplitude is the largest among the pixels with the same gradient direction in its neighborhood, it is retained as an edge. Otherwise, it is judged not to be an edge and its gray value is set to 0.

[0069] Set the upper threshold TH and lower threshold TL of the gradient amplitude. The relationship between the two is:

[0070] TL=0.5×TH

[0071] Mark the points whose gradient amplitude is greater than the upper threshold TH, and set the points whose gradient amplitude is less than the lower threshold TL to 0. If the gradient amplitude of the point is between the upper and lower thresholds, determine whether it is connected to the determined boundary point. If it is connected to the determined boundary point, it is a boundary point.

[0072] Beneficial effects: Compared with the prior art, the significant technical effects of the present invention are as follows:

[0073] By selecting three test points, the rotation speed, external force, internal bearing contact force and deflection angle of the linkage shaft during the operation of the ship are collected respectively, and the optimization model is set up to accurately obtain the status of the diesel engine main engine during the ship's movement. At the same time, underwater images are collected through the image acquisition system. By calculating the image area, it is determined whether there are obstacles such as reefs on the water surface ahead, thereby further ensuring the safe movement of the ship. BRIEF DESCRIPTION OF THE DRAWINGS

[0074] Figure 1 It is a structural schematic diagram of the present invention;

[0075] Figure 2 A coordinate system diagram of the linkage axis model of the present invention;

[0076] Figure 3 A model diagram of a linkage shaft contact rolling element of the present invention;

[0077] Figure 4 A local coordinate system diagram of the linkage shaft associated with the j-th rolling element of the present invention;

[0078] Figure 5 It is a schematic diagram of linkage shaft displacement of the present invention;

[0079] Figure 6 It is the obstacle image of the present invention. DETAILED DESCRIPTION

[0080] The technical solution of the present invention is described in detail below in conjunction with specific implementation methods and the accompanying drawings of the specification.

[0081] like Figure 1 As shown, the ship safety intelligent early warning system of the present invention is used to effectively monitor and warn the safety performance of the ship during the driving process, and includes the following components: a first test point 3, a second test point 4, a third test point 5, an analysis control terminal 6, an image acquisition module 7, and an image processing module 8. The diesel engine main engine 1 of the ship is connected to the linkage shaft 2, and three test points are arranged on the linkage shaft 2, namely the first test point 3, the second test point 4, and the third test point 5. The first test point 3, the second test point 4, and the third test point 5 are connected to the analysis control terminal 6 respectively. Among them, the first test point 3 is used to monitor the rotation speed of the linkage shaft 2; the second test point 4 is used to monitor the force information of the linkage shaft 2, and the force information includes the internal bearing contact force and the external force; the third test point 5 is used to monitor the deflection angle of the linkage shaft 2. The first test point 3, the second test point 4, and the third test point 5 transmit the monitored information to the analysis control terminal 6, and the analysis control terminal 6 determines whether the ship has a fault during operation according to the received information, and if it is determined that a fault occurs, a warning signal is issued.

[0082] The first test point 3 obtains the speed V of the linkage shaft 2 ZThe first test point 3 is mainly composed of a test sensor, a data acquisition card, a USB communication interface, a data acquisition card, and an analysis and calculation module. The test sensor is a speed sensor, and the speed sensor uses a magnetoresistor as a sensing element. The test sensor, the data acquisition card, the USB communication interface, the data acquisition card, and the analysis and calculation module are connected in sequence. The test sensor is set on the gear plate of the linkage shaft 2, and the sampling frequency is set to 45kHz. The test sensor converts the acquired voltage signal into a digital signal through an analog-to-digital converter and transmits it to the analysis and calculation module through the USB communication interface. The details are as follows:

[0083] The test sensor collects the digital voltage signal time series value {x1, x2, x3…x i , …, x n}, where some points fall on the corresponding zero-value point sequence {…x j-1 、x j 、x j+1 …}, for points that do not fall in the corresponding zero-value point sequence, the nearest j The two sampling points x j-1 and x j+1 Connect, analyze and calculate the sampling point x j-1 and x j+1 The intersection of the line and the sampling time axis, where the zero value point P j ;

[0084] When x j-1 ·x j+1 When ≤0,

[0085]

[0086] According to the above formula, the zero point sequence {P1, P2, ..., P m}, then the speed V of linkage shaft 2 Z The calculation formula is as follows:

[0087]

[0088] Wherein, Z represents the number of teeth on the gear plate; T represents the sampling period.

[0089] like Figure 2 As shown, in this embodiment, the second test point 4 monitors the external force of the linkage shaft 2, and the second test point 4 includes a first displacement sensor, a first angle sensor, a second angle sensor, a third angle sensor and an analysis module. The first displacement sensor, the first angle sensor, the second angle sensor and the third angle sensor are respectively connected to the analysis module, the first displacement sensor and the first angle sensor are arranged on the linkage shaft 2, and the second angle sensor and the third angle sensor are arranged on the rolling element. The calculation process of the external force is as follows:

[0090] The analysis module simulates the linkage axis 2 using a finite element analysis model. The linkage axis 2 has six degrees of freedom, including three displacements (x, y, z) along each axis and three rotations (θ x ,θ y ,θ z ), the first displacement sensor is used to test three displacements (x, y, z), and the first angle sensor is used to test three rotations along the axis (θ x ,θ y ,θ z ), the sampling time of the first displacement sensor and the first angle sensor is consistent, and the axis is along the z-axis, rotating θ with it z The x-axis and y-axis define the radial plane. The linkage axis 2 is discretized into P finite elements connected by P nodes. Let X i is the displacement vector of node i, that is, X i =(x i ,y i ,z i ,θ x ,θ y ,θ z ),speed is the time derivative of the displacement vector, constructing the global displacement vector X=(X1,X2,…,X P ) T and the global velocity vector The external force F ext The expression is as follows:

[0091]

[0092] Where M is the mass matrix, C is the damping matrix, and K is the stiffness matrix. The radial load bends the beam in the (x, y) plane, the axial load (along the z-axis) exerts tension / compression on the linkage shaft 2, and the torque is transmitted along the z-axis.

[0093] In this embodiment, the second test point 4 monitors the internal bearing contact force of the linkage shaft 2, as follows:

[0094] The internal bearing contact force F bearing Modeled, when linkage shaft 2 moves from its original position, the deflection of the rolling element is as follows Figure 3 As shown, a spherical coordinate system is used here to represent the position of the rolling element, such as Figure 4 The local coordinate system shown It is obtained by rotating the spherical coordinate system along the direction of the jth rolling element. It is worth noting that the local coordinate system here refers to the specific application of the spherical coordinate system. In fact, both are spherical coordinate systems. It refers to the spherical coordinate system formed by the jth rolling element, such as the xy coordinate system. A point in the xy coordinate system can also form a local xy coordinate system. The second angle sensor is used to obtain θ j , the third angle sensor is used to obtain ψ j , the sampling time of the second angle sensor and the third angle sensor is consistent, where the angle θ j ∈(0,2π),θ j Indicates that in the radial plane (e x , e y ), Ψ j is the axial and radial plane of the jth rolling element (e x , e y ), then the matrix:

[0095]

[0096] Among them, P j To transform the initial axis coordinate U0 to the new coordinate U in the local coordinate system associated with the jth rolling element j The rotation matrix is:

[0097] U j =P j U0

[0098] When the linkage shaft 2 moves from its original position, the rolling elements are loaded, resulting in a deflection, i.e. the relative displacement between the two rings of the bearing minus the clearance, e.g. Figure 3 As shown, the total deflection of the linkage shaft 2 is expressed as d j , d j Used to represent the projection of the displacement of linkage shaft 2 in the jth radial direction.

[0099] like Figure 3 As shown, when the inner ring (IR) moves from its original position, it is at an angle θ j The fixed outer ring (OR) contacts the jth rolling element causing deflection, contact force F j It is proportional to the total deflection obtained by projecting the displacement OO' into the radial direction OM, where M is the contact point between the rolling element and the raceway.

[0100] Then the disturbance δ can be calculated j for:

[0101]

[0102] Where c is the internal clearance of the bearing; For U j The radial component of

[0103] Then the internal bearing contact force F of linkage shaft 2 isbearing The expression is as follows:

[0104]

[0105] Among them, k b represents the equivalent contact stiffness composed of the inner ring, outer ring, and rolling element; α represents the coefficient of the rolling element (ball or roller). Among them, the equivalent contact stiffness k b It can be calculated based on the geometric parameters of the bearing. In the case of a ball bearing, α=3 / 2.

[0106] like Figure 5 As shown, the third test point 5 is an angle test unit, which includes a second displacement sensor, a third displacement sensor, a fourth displacement sensor and a calculation module, wherein the second displacement sensor, the third displacement sensor and the fourth displacement sensor are all connected to the deflection angle test module. The third test point 5 obtains the deflection angle θ* of the linkage shaft 2, and the axis of the linkage shaft 2 moves from its original position O to the new position O*, so that the angle measured by the angle test unit placed at A is θ*. The calculation process of the deflection angle of the linkage shaft 2 is as follows:

[0107] First, we establish an orthogonal normalized coordinate system S = (O, e x ,e y ), O represents the axis of the linkage axis 2 at the initial position (t=0), the angle test unit is placed at point A at a distance R from the axis O, and OA is x The angle between them is θ, then:

[0108]

[0109] At the moment t>0, the second displacement sensor obtains the distance z that the axis center of linkage axis 2 moves along the angle Ψ, and the axis center of linkage axis 2 becomes O*, and:

[0110]

[0111] Form a new coordinate system S*=(O*,e x ,e y ), the angular position of the angle test unit in S* is recorded as θ*, and is derived from the original angle θ:

[0112]

[0113] in,

[0114] x'=zcos(Ψ-θ)

[0115] y'=zsin(Ψ-θ)

[0116]

[0117] The third displacement sensor obtains x', the fourth displacement sensor obtains x', x' and y' respectively represent the displacement of the linkage shaft 2 in the direction of the angle test unit and perpendicular to the direction of the angle test unit; θ* represents the deflection angle of the linkage shaft 2.

[0118] After the above process, the first test point 3 obtains the rotation speed of the linkage shaft 2, the second test point 4 obtains the external force and internal bearing contact force of the linkage shaft 2, and the third test point 5 obtains the deflection angle of the linkage shaft 2. The analysis control terminal 6 stores the rotation speed threshold range, the external force threshold range, the internal bearing contact force threshold range, the deflection angle threshold range, and the area threshold range.

[0119] The analysis control terminal 6 determines whether the received information is within a preset threshold range, and determines whether a fault occurs in the ship during operation by generating high and low levels or by calculating a fault value.

[0120] For the first judgment method: the analysis control terminal 6 determines whether a fault occurs during the operation of the ship by generating high and low levels, as follows:

[0121] If the rotational speed of the linkage shaft 2 obtained by the first test point 3 is within the preset speed threshold range, a low level ("0" signal) is generated in the analysis control terminal 6; if the rotational speed of the linkage shaft 2 obtained by the first test point 3 is not within the preset speed threshold range, a high level ("1" signal) is generated in the analysis control terminal 6.

[0122] If any of the external force and internal bearing contact force of the linkage shaft 2 obtained by the second test point 4 is within the corresponding force value threshold range, a low level ("0" signal) is generated in the analysis and control terminal 6; if any of the external force and internal bearing contact force of the linkage shaft 2 obtained by the second test point 4 is not within the corresponding force value threshold range, a high level ("1" signal) is generated in the analysis and control terminal 6.

[0123] If the deflection angle of the linkage axis 2 obtained by the third test point 5 is within the preset deflection angle threshold range, a low level ("0" signal) is generated in the analysis control terminal 6; if the deflection angle of the linkage axis 2 obtained by the third test point 5 is not within the deflection angle threshold range, a high level ("1" signal) is generated in the analysis control terminal 6.

[0124] An OR gate circuit is arranged in the analysis control terminal 6, and the OR gate circuit is connected to the sound and light alarm device. The analysis control terminal 6 transmits all the generated level signals to the OR gate circuit; if the OR gate circuit outputs a high level, the sound and light alarm device is triggered.

[0125] In the above embodiment, the data obtained from multiple test points are used separately. If a certain data is abnormal, the sound and light alarm device is triggered, and the staff can view the abnormal situation through the analysis control terminal 6. This method is more sensitive to fault diagnosis.

[0126] For the second judgment method: the analysis control terminal 6 judges whether the received information is within the preset threshold range, and judges whether a fault occurs during the operation of the ship by calculating the fault value, as follows:

[0127] The first test point 3 obtains the speed V of the linkage shaft 2 Z The analysis control terminal 6 outputs a first determination value A1 according to the received speed information, and the speed V z In the speed threshold range [V min , V max ], A1=0, V Z >V max When A1=(V Z -V max ) / V max , V Z <V min When A1=(V min -V Z ) / V min ;

[0128] The second test point 4 obtains the external force F of the linkage axis 2 ext , the analysis control terminal 6 outputs a second determination value A2 according to the received external force information, F ext In the external force threshold range [F1 min , F1 max ], A2=0, F ext >F1 max When A2=(F ext -F1 max ) / F1 max , F ext <F1 min When A2=(F1 min -F ext ) / F1 min ;

[0129] The second test point 4 obtains the internal bearing contact force F of the linkage shaft 2 bearing , the analysis control terminal 6 outputs a third determination value A3 according to the received internal bearing contact force, F bearing In the internal bearing contact force threshold range [F2 min , F2 max ], A3=0, F bearing >F2 max When A3=(Fbearing -F2 max ) / F2 max , F bearing <F2 min When A3=(F2 min -F bearing ) / F2 min ;

[0130] The third test point 5 obtains the deflection angle θ of the linkage shaft 2 * , analyze the deflection angle θ received by the control terminal 6 * Output the fourth judgment value A4, the deflection angle θ * In the speed threshold range [θ* min ,θ* max ], A4=0, θ * >θ* max When A4=(θ * -θ* max ) / θ* max ,θ * <θ* min When A4=(θ* min -θ*) / θ* min ;

[0131] Analyze the fault value S calculated by the control terminal 6, then:

[0132] S=k1×A1+k2×A2+k3×A3+k4×A4

[0133] Among them, k1, k2, k3, k4 are preset weight values, k1+k2+k3+k4=1. The preset weight value is set according to the state of the linkage shaft 2 when the ship is running. The higher the weight value, the more the early warning system pays attention to the corresponding test point.

[0134] A fault threshold S' is stored in the analysis control terminal. If S>S', the analysis control terminal triggers the sound and light alarm device.

[0135] In the above embodiment, the data obtained from multiple test points are used comprehensively, and according to the weight arrangement, the comprehensive state of the linkage shaft 2 during the operation of the ship can be obtained. If an abnormality occurs, the sound and light alarm device is triggered, and the staff can view the abnormal situation by analyzing the control terminal 6. This method is more accurate in diagnosing faults.

[0136] like Figure 1As shown, the image acquisition module 7 is arranged below the water surface 9, the image processing module 8 is connected to the image acquisition module 7, and the image processing module 8 is connected to the analysis control terminal 6. The image acquisition module 7 is used to collect image information of obstacles 10 under the water surface where the ship is traveling, and transmit it to the image processing module 8; the image processing module 8 extracts the image edge information of the obstacle 10, and transmits it to the analysis control terminal 6; the analysis control terminal 6 calculates the area according to the received image edge information, and determines whether the ship needs to change the predetermined course according to the calculated area value. If the course needs to be changed, the image information is transmitted to the bridge through the wireless transmission device.

[0137] In this embodiment, the image acquisition module 7 is used to collect image information of obstacles (10) under the water surface where the ship is traveling, and transmit it to the image processing module 8, as follows:

[0138] The image acquisition module 7 acquires the image information of the underwater obstacle 10 through the laser beam. The amplitude range of the returned laser beam waveform received by the image acquisition module 7 is [A min， A max ], the amplitude of the laser beam returned by the i-th item is A i , then:

[0139]

[0140] Among them, A' i is the amplitude of the corrected laser beam; obtain the corrected amplitude of all returned lasers to form a corrected image, which is the image information transmitted from the image acquisition module 7 to the image processing module 8.

[0141] Because the return laser beam signal will be significantly attenuated underwater, the light signal reflected by the underwater obstacle 10 is much weaker than the reflection on the water surface. The above-mentioned corrected image information reduces the contrast of the weak signal, thereby optimizing the image clarity.

[0142] In this embodiment, the image processing module 8 extracts the image edge information of the obstacle 10, and uses high and low thresholds to determine the strong and weak edge points, which has a stronger anti-noise ability, and transmits the image edge information to the analysis control terminal 6. The extraction steps are as follows:

[0143] S1. In order to reduce the influence of noise in the image, a Gaussian function is used for smoothing. The image processing module 8 performs convolution calculation of the two-dimensional Gaussian function G(x,y) on the received image I(x,y). The image after filtering is H(x,y), then:

[0144] H(x,y)=I(x,y)*G(x,y)

[0145]

[0146] Among them, δ is the standard deviation of the two-dimensional Gaussian function, which controls the smoothness of the image.

[0147] S2, calculate the gradient magnitude and direction of the image, calculated by the first-order derivative of the pixels in the X and Y directions, H x (x,y) is the partial derivative of the image H(x,y) in the X direction, H y (x, y) is the partial derivative of the image H(x, y) in the Y direction. Then the image H(x, y) gradient amplitude A(x, y) and angle θ are calculated by the following formula:

[0148]

[0149] S3, non-maximum suppression processing, that is, checking each pixel point, if its gradient amplitude is the largest among the pixels with the same gradient direction in its neighborhood, it is retained as an edge, otherwise it is judged as not an edge and its grayscale value is set to 0. This step can retain the point with the largest local gradient in the image and refine the edge.

[0150] S4. Set the upper threshold TH and lower threshold TL of the gradient amplitude. The relationship between the two is:

[0151] TL=0.5×TH

[0152] Take out the maximum gradient amplitude in the image after non-maximum suppression, mark the points whose gradient amplitude is greater than the upper threshold TH (edge ​​points), and set the points whose gradient amplitude is less than the lower threshold TL to 0. If the gradient amplitude of the point is between the upper and lower thresholds, determine whether it is connected to the determined boundary point. If it is connected to the determined boundary point, it is considered to be a boundary point. The image information of the obstacle 10 after edge extraction is as follows: Figure 6 shown.

[0153] In order to solve the problem that the upper and lower thresholds need to be set manually during edge extraction, the present invention sets an adaptive threshold setting, calculates the variance value of the image background and foreground when each pixel value t is the threshold, and when the variance value reaches the maximum, the pixel value is the global optimal threshold of the image, and the optimal threshold is used as the lower threshold TL.

[0154] The ship safety intelligent early warning system provided by the present invention sets three test points to respectively collect the rotation speed, external force, internal bearing contact force and deflection angle of the linkage shaft when the ship is running, and sets an optimization model, so as to accurately obtain the status of the diesel engine main engine during the ship's travel. At the same time, the underwater image is collected through the image acquisition system, and by calculating the image area, it is determined whether there are obstacles such as reefs on the water surface ahead, thereby further ensuring the safe travel of the ship.

Claims

1. A ship safety intelligent early warning system, characterized in that: The invention comprises three test points arranged on a linkage shaft (2), the linkage shaft (2) being connected to a diesel engine main engine (1) of a ship, the three test points being respectively a first test point (3), a second test point (4), and a third test point (5); The first test point (3), the second test point (4), and the third test point (5) are respectively connected to the analysis control terminal (6); The first test point (3) is used to monitor the rotation speed of the linkage shaft (2), the second test point (4) is used to monitor the internal bearing contact force and external force of the linkage shaft (2), and the third test point (5) is used to monitor the deflection angle of the linkage shaft (2); the first test point (3), the second test point (4), and the third test point (5) transmit the monitored information to the analysis control end (6); the analysis control end (6) determines whether a fault occurs during the operation of the ship based on the received information, and if a fault is determined to occur, an early warning signal is issued.

2. The ship safety intelligent early warning system according to claim 1 is characterized in that: The first test point (3) comprises a test sensor and an analysis and calculation module, wherein the test sensor is arranged on a gear plate of the linkage shaft (2); The test sensor collects the digital voltage signal time series value {x1, x2, x3…x i , …, x n }, where some points fall on the corresponding zero-value point sequence {…x j-1 、x j 、x j+1 …}, for points that do not fall in the corresponding zero-value point sequence, the nearest j The two sampling points x j-1 and x j+1 Connect, analyze and calculate the sampling point x j-1 and x j+1 The intersection of the line and the sampling time axis, where the zero value point P j ; When x j-1 ·x j+1 When ≤0, According to the above formula, the zero point sequence {P1, P2, ..., P m }, then the speed of the linkage shaft V Z The calculation formula is as follows: Wherein, Z represents the number of teeth on the gear plate; T represents the sampling period.

3. The ship safety intelligent early warning system according to claim 1 is characterized in that: The calculation process of the internal bearing contact force of the linkage shaft (2) is as follows: The internal bearing contact force F bearing Modeling, when the linkage axis (2) moves from its original position, the rolling element position is represented using a spherical coordinate system, and the local coordinate system Obtained by rotating the spherical coordinate system along the direction of the jth rolling element, the angle θ j ∈(0,2π),θ j Indicates that in the radial plane (e x , e y ), Ψ j is the axial and radial plane of the jth rolling element (e x , e y ), then the matrix: Among them, P j To transform the initial axis coordinate U0 to the new coordinate U in the local coordinate system associated with the jth rolling element j The rotation matrix is: U j =P j U0 The total deflection of the linkage shaft (2) is expressed as d j , then the disturbance δ can be calculated j for: Where c is the internal clearance of the bearing; For U j The radial component of Then the internal bearing contact force F of the linkage shaft (2) is bearing The expression is as follows: Among them, k b It represents the equivalent contact stiffness composed of the inner ring, outer ring and rolling element; α represents the coefficient of the rolling element.

4. The ship safety intelligent early warning system according to claim 1 is characterized in that: The calculation process of the external force of the linkage shaft (2) is as follows: The linkage shaft (2) is simulated using a finite element analysis model. The six degrees of freedom of the linkage shaft (2) include three displacements (x, y, z) along each axis and three rotations (θ x ,θ y ,θ z ), let X i is the displacement vector of node i, that is, X i =(x i ,y i ,z i ,θ x ,θ y ,θ z ),speed is the time derivative of the displacement vector, constructing the global displacement vector X=(X1,X2,…,X P ) T and the global velocity vector The external force F ext The expression is as follows: Among them, M is the mass matrix; C is the damping matrix; K is the stiffness matrix.

5. The ship safety intelligent early warning system according to claim 1 is characterized in that: The calculation process of the deflection angle of the linkage shaft (2) is as follows: Establish the coordinate system S = (0,e x ,e y ), 0 represents the axis of the linkage axis (2) at the initial position, the angle test unit is placed at point A at a distance R from the axis O, and OA is equal to Oe x The angle between them is θ, then: At the moment t>0, the axis center of the linkage axis (2) has moved a distance z along the angle Ψ, and the axis center of the linkage axis (2) becomes O*, and: Form a new coordinate system S*=(O*,e x ,e y ), the angular position of the angle test unit in S* is recorded as θ*, and is derived from the original angle θ: in, x'=zcos(Ψ-θ) y'=zsin(Ψ-θ) Wherein, x' and y' represent the displacement of the linkage axis in the direction of the angle test unit and the direction perpendicular to the angle test unit, respectively; θ* represents the deflection angle of the linkage axis.

6. The ship safety intelligent early warning system according to claim 1 is characterized in that: The analysis control terminal (6) determines whether the received information is within a preset threshold range, and determines whether a fault occurs in the ship during operation by generating high and low levels or by calculating a fault value.

7. The ship safety intelligent early warning system according to claim 6 is characterized in that: The analysis control terminal (6) determines whether the received information is within a preset threshold range, and determines whether a fault occurs during the operation of the ship by generating high and low levels, including: If the analysis control terminal (6) determines that the received information is within a threshold range preset in the analysis control terminal (6), a low level is generated in the analysis control terminal (6); otherwise, a high level is generated; An OR gate circuit is arranged in the analysis control end (6), and the OR gate circuit is connected to the sound and light alarm device. The analysis control end (6) transmits the generated level signal to the OR gate circuit; if the OR gate circuit outputs a high level, the sound and light alarm device is triggered.

8. The ship safety intelligent early warning system according to claim 6 is characterized in that: The analysis control terminal (6) determines whether the received information is within a preset threshold range, and determines whether a fault occurs during the operation of the ship by calculating a fault value, including: The first test point (3) obtains the rotation speed V of the linkage shaft (2) Z The analysis control terminal (6) outputs a first determination value A1 according to the received speed information, and the speed V Z In the speed threshold range [V min , V max ], A1=0, V Z >V max When A1=(V Z -V max ) / V max , V z <V min When A1=(V min -V Z ) / V min ; The second test point (4) obtains the external force F of the linkage shaft (2) ext The analysis control terminal (6) outputs a second determination value A2 according to the received external force information, F ext In the external force threshold range [F1 min , F1 max ], A2=0, F ext >F1 max When A2=(F ext -F1 max ) / F1 max , F ext <F1 min When A2=(F1 min -F ext ) / F1 min ; The second test point (4) obtains the internal bearing contact force F of the linkage shaft (2) bearing The analysis control terminal (6) outputs a third determination value A3 according to the received internal bearing contact force, F bearing In the internal bearing contact force threshold range [F2 min , F2 max ], A3=0, F bearing >F2 max When A3=(F bearing -F2 max ) / F2 max , F bearing <F2 min When A3=(F2 min -F bearing ) / F2 min ; The third test point (5) obtains the deflection angle θ of the linkage shaft (2) * , the analysis control end (6) receives the deflection angle θ * Output the fourth judgment value A4, the deflection angle θ * In the speed threshold range [θ* min ,θ* max ], A4=0, θ * >θ* max When A4=(θ * -θ* max ) / θ* max ,θ * <θ* min When A4=(θ* min -θ*) / θ* min ; Analyze the fault value S calculated by the control end (6), then: S=k1×A1+k2×A2+k3×A3+k4×A4 Among them, k1, k2, k3, k4 are preset weight values, k1+k2+k3+k4=1, and a fault threshold S' is stored in the analysis control terminal. If S>S', the analysis control terminal triggers the sound and light alarm device.

9. The ship safety intelligent early warning system according to claim 1 is characterized by: It also includes an image acquisition module (7) arranged below the water surface (9), and an image processing module (8) connected to the image acquisition module (7); wherein the image processing module (8) is connected to the analysis control terminal (6); The image acquisition module (7) is used to acquire image information of an obstacle (10) under the water surface where the ship is traveling, and transmit the image information to the image processing module (8); the image processing module (8) extracts image edge information of the obstacle (10) and transmits the image edge information to the analysis control terminal (6); The analysis control terminal (6) calculates the area according to the received image edge information, and determines whether the ship needs to change the predetermined course according to the calculated area value. If the course needs to be changed, the image information is transmitted to the bridge through a wireless transmission device; The image acquisition module (7) is used to acquire image information of obstacles (10) under the water surface where the ship is traveling, and transmit the image information to the image processing module (8), comprising: The image acquisition module (7) acquires image information of the underwater obstacle (10) through a laser beam, and the amplitude range of the waveform of the returned laser beam received by the image acquisition module (7) is [A min， A max ], the amplitude of the laser beam returned by the i-th item is A i , then: Among them, A' i is the amplitude of the corrected laser beam; the corrected amplitudes of all returned lasers are obtained to form a corrected image as image information.

10. The ship safety intelligent early warning system according to claim 9, characterized in that: The image processing module (8) extracts image edge information of the obstacle (10) and transmits it to the analysis control terminal (6), including: The image processing module (8) performs convolution calculation on the received image I(x, y), and the image after filtering is H(x, y), then: H(x,y)=I(x,y)*G(x,y) Where δ is the standard deviation of the two-dimensional Gaussian function; Calculate the gradient magnitude and direction of the image, H x (x,y) is the partial derivative of the image H(x,y) in the X direction, H y (x, y) is the partial derivative of the image H(x, y) in the Y direction, then the gradient amplitude A(x, y) and angle θ of the image H(x, y) are calculated by the following formula: Check each pixel. If its gradient amplitude is the largest among the pixels with the same gradient direction in its neighborhood, it is retained as an edge. Otherwise, it is judged not to be an edge and its gray value is set to 0. Set the upper threshold TH and lower threshold TL of the gradient amplitude. The relationship between the two is: TL=0.5×TH Mark the points whose gradient amplitude is greater than the upper threshold TH, and set the points whose gradient amplitude is less than the lower threshold TL to 0. If the gradient amplitude of the point is between the upper and lower thresholds, determine whether it is connected to the determined boundary point. If it is connected to the determined boundary point, it is a boundary point.

Images