Debugging method of air lubrication system

Abstract

The invention provides a debugging method of an air lubrication system. The method comprises the following steps: splitting the air lubrication system into an independent ventilation subsystem, an air transmission subsystem, an air release subsystem, a valve position control subsystem and a control detection subsystem; a ventilation subsystem is debugged to confirm the air outlet state; commissioning the air delivery subsystem to perform an assembly integrity check and an air tightness check; a valve position control subsystem is debugged to conduct valve position fault checking and liquid level alarm checking; the valve position control subsystem is in communication connection with the control detection subsystem, and whether the control detection subsystem can receive and display the states of the valve position fault alarm and the liquid level alarm or not is confirmed; supplying air to the air release subsystem for debugging; and the whole system is debugged, and analog signals are input into the control detection subsystem to carry out start check. By using the method, debugging can be carried out in the ship mooring stage, and a large amount of manpower resources and time cost can be saved.

Description

Technical Field

[0001] The invention relates to the field of ship construction and commissioning, and in particular to a commissioning method for an air lubrication system. Background Art

[0002] With the advancement of shipbuilding technology, in order to save energy and reduce consumption of ships, reduce the flow resistance of the hull during navigation, and increase the speed. At present, air lubrication systems are installed on ships. During the operation of the air lubrication system, small bubbles with a diameter of microns will be generated near the bottom surface of the ship, forming a thin layer of gas-liquid two-phase mixed flow on the bottom surface of the ship, reducing the fluid density and viscosity near the bottom surface of the ship, reducing navigation resistance, and reducing turbulent interference under the same fuel consumption conditions, improving the hull operation efficiency. However, when installing the air lubrication system, debugging is required to ensure that the air lubrication system can operate normally. Summary of the invention

[0003] In view of the above-mentioned shortcomings of the related art, an object of the present invention is to provide a debugging method for an air lubrication system.

[0004] To achieve the above-mentioned purpose and other related purposes, the present invention provides a debugging method for an air lubrication system, the method comprising: splitting the air lubrication system into an independent ventilation subsystem, an air transmission subsystem, an air release subsystem, a valve position control subsystem and a control detection subsystem; debugging the ventilation subsystem to confirm the air outlet status; debugging the air transmission subsystem to perform an assembly integrity check and an air tightness check; debugging the valve position control subsystem to perform a valve position fault check and a liquid level alarm check; communicatively connecting the valve position control subsystem with the control detection subsystem to confirm whether the control detection subsystem can receive and display the status of the valve position fault alarm and the liquid level alarm; supplying air to the air release subsystem for debugging; debugging the entire system, and inputting an analog signal to the control detection subsystem for a startup check.

[0005] Optionally, the ventilation subsystem includes a fan and a damper connected to the air outlet of the fan, and the steps of debugging the ventilation subsystem include: checking the state of the damper to confirm the open position, and adjusting the damper so that the damper is in the open state, then powering on the fan, jogging the fan to check the direction of the fan, and confirming the air outlet state at the air outlet.

[0006] Optionally, the step of checking the assembly integrity includes: confirming whether the directions of the pipe joints of each connection in the air transmission subsystem are correct, and checking whether the surfaces of each pipe are thermally insulated.

[0007] Optionally, the air tightness inspection step includes: after assembling the air transmission subsystem, injecting compressed air into the air transmission subsystem and keeping it in a ventilated state for 2 hours. If there is no leakage, the inspection is qualified.

[0008] Optionally, the valve position control subsystem includes a valve position control unit and a valve position control box, the valve position control unit is used to detect the switching status of each valve in the air transmission subsystem, and the valve position control box is used to receive the signal of the valve position control unit and display the opening and closing status of each valve, and the steps of the valve position fault check include: first, power on the valve position control box, and confirm the name and corresponding opening and closing status of each side valve on the valve position control box, and then use analog signals to simulate and send to each valve to make each valve actuate, and compare the actual opening and closing status and display status of each valve.

[0009] Optionally, an emergency operation check is performed after the valve position fault check, and the steps of the emergency operation check include: local operation to open and close each valve, and at the same time checking the opening and closing signals of the corresponding valve positions on the valve position control box. If the valve position status of the local operation is consistent with the display status, the manual emergency check is correct; remotely control each valve on the valve position control box for emergency opening and closing, and then check on-site whether the corresponding valve position makes corresponding actions. If the valve position makes corresponding actions, the remote control emergency check is correct.

[0010] Optionally, a liquid level sensor is provided in the air transmission subsystem, a manual test ring is provided on the liquid level sensor, and the valve position control subsystem collects the liquid level alarm signal of the liquid level sensor. The liquid level alarm check step includes: manually operating the manual test ring of the liquid level sensor on site, and waiting for 2 seconds. The liquid level sensor generates an alarm signal. At this time, confirm whether a liquid level alarm occurs on the valve position control subsystem. If an alarm signal occurs, the liquid level alarm test is correct.

[0011] Optionally, the step of supplying air to the air release subsystem for debugging includes: supplying air to the air release subsystem, checking whether there are leaks and liquid level alarms in the air delivery pipeline, and checking whether there are bubbles on the bottom of the ship.

[0012] Optionally, the step of inputting an analog signal to the control and detection subsystem for startup check includes: using an analog signal to simulate the sending of ship navigation / power / wind direction / wind speed parameters to the control and detection subsystem, the control and detection subsystem analyzes and judges each parameter, and if each parameter meets the one-button start condition, the control and detection subsystem controls the air release subsystem to start.

[0013] As described above, the debugging method of the air lubrication system of the present invention has the following beneficial effects: by using the above method, debugging can be carried out during the ship mooring stage, saving a lot of debugging preparation work during the sea trial, avoiding repair work such as valve jamming at sea, and communication module abnormalities and inability to replace spare parts in time, which seriously affect the sea trial period. It can quickly handle various emergencies during the debugging of the air lubrication system, eliminate faults within the early preparation work cycle, and save a lot of human resources and time costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 Shown is a schematic diagram of an air lubrication system according to an embodiment of the present invention.

[0015] Figure 2 Shown is a schematic diagram of a Y-shaped manifold in an embodiment of the present invention.

[0016] Component number description

[0017] 1. Control and detection subsystem; 2. Fan; 3. Compressor; 4. Expansion joint; 5. Release pipe; 6. Y-type manifold; 7. Branch pipe; 8. Side valve; 9. Liquid level sensor; 10. Air release unit; 11. Valve position control unit; 12. Valve position control box. DETAILED DESCRIPTION

[0018] The following describes the embodiments of the present invention through specific examples, and those skilled in the art can easily understand other advantages and effects of the present invention from the contents disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present invention.

[0019] For example, when describing the embodiments of the present invention in detail, for the sake of convenience, the cross-sectional view showing the device structure will not be partially enlarged according to the general scale, and the schematic view is only an example, which should not limit the scope of protection of the present invention. In addition, in actual production, the three-dimensional space dimensions of length, width and depth should be included.

[0020] For ease of description, spatial relational terms such as "under", "below", "below", "below", "above", "on", etc. may be used herein to describe the relationship of one element or feature shown in the drawings to other elements or features. It will be understood that these spatial relational terms are intended to include other directions of the device in use or operation in addition to the directions depicted in the drawings. In addition, when a layer is referred to as being "between" two layers, it can be the only layer between the two layers, or there can be one or more intervening layers. As used herein, "between..." means including the end point values.

[0021] In the context of the present application, a structure in which a first feature is described as being "above" a second feature may include embodiments in which the first and second features are formed in direct contact, and may also include embodiments in which additional features are formed between the first and second features, such that the first and second features may not be in direct contact.

[0022] It should be noted that the illustrations provided in this embodiment are only used to illustrate the basic concept of the present invention in a schematic manner, and therefore the illustrations only show components related to the present invention rather than being drawn according to the number, shape and size of components in actual implementation. In actual implementation, the type, quantity and proportion of each component may be changed arbitrarily, and the component layout may also be more complicated.

[0023] like Figure 1 As shown, this embodiment provides an air lubrication system, which includes a ventilation subsystem, an air transmission subsystem, an air release subsystem, a valve position control subsystem and a control detection subsystem 1.

[0024] The ventilation subsystem includes four fans 2 placed in the bow cabin. A ventilation pipeline is provided in the cabin to introduce outdoor air. The air outlet of the fan 2 is connected to the air transmission subsystem to deliver air to the air transmission subsystem. At the same time, a damper is provided at the air outlet to adjust the air volume.

[0025] The air transmission subsystem includes a compressor 3, an expansion joint 4, a release pipe 5, a Y-shaped manifold 6, a branch pipe 7 and a side valve 8. The compressor 3 uses a low-pressure and large-displacement spiral screw air compressor to meet the air release volume of the air release subsystem. There are multiple compressors 3, and the air flowing out of the air outlet of the fan 2 will flow to the air inlet of the compressor 3. The air outlet of each compressor 3 will be connected to the air inlet of an expansion joint 4, and the air outlet of the expansion joint 4 is connected to the air inlet of the release pipe 5. The air outlet of the release pipe 5 is connected to one of the ports of the Y-shaped manifold, and the remaining two ports of the Y-shaped manifold are respectively connected to a branch pipe 7, each branch pipe 7 is connected to an air release subsystem, wherein each branch pipe 7 is provided with a side valve 8 for controlling the opening and closing of the branch pipe 7. The expansion joint 4, the release pipe 5, the Y-shaped manifold 6, the branch pipe 7 and the side valve 8 are connected to form a transmission pipeline for conveying air. The working pressure of the whole air lubrication system is 1.5~2.3Bar, the maximum is 3.5Bar, the working temperature is 190~215℃, and the maximum temperature does not exceed 240℃. The characteristics of this system are low pressure and high temperature, so the pipeline material needs to protect against heat conduction and radiation, the outside of the pipeline can be added with insulation coating, and the valve parts can be selected from high temperature resistant materials.

[0026] In order to prevent seawater from flowing back into the entire system from the air release subsystem or pipeline leakage, a liquid level sensor 9 is provided at each Y-shaped manifold 6 to detect the liquid level in the pipeline.

[0027] The air release subsystem includes a plurality of air release units 10, and the air release units 10 are used to release compressed air. The air released from the plurality of air release units 10 will form a thin air film on the bottom of the ship to achieve the purpose of drag reduction.

[0028] The valve position control subsystem includes a valve position control unit 11 and a valve position control box 12. The valve position control unit 11 is used to collect the switch signal of the side valve 8 and control the action of the side valve 8. After the valve position control unit 11 collects the action signal of the side valve 8, it transmits the signal to the valve position control box 12, and the valve position control box 12 transmits the signal to the control and detection subsystem 1. In addition, the information collected by the valve position control unit 11 can be displayed on the valve position control box 12, for example, the name, opening and closing status and fault status of each valve.

[0029] The valve position control box 12 can directly collect the signal of the liquid level sensor 9. The valve position control box 12 is provided with a control screen, which can display the liquid level alarm, the name of each valve, the opening and closing status and the fault status. At the same time, the valve position control box 12 can send the liquid level alarm to the control detection subsystem 1. If the liquid level sensor 9 detects that the liquid level in the side valve 8 is too high, the signal collected by the liquid level sensor 9 is first sent to the valve position control box 12, and the valve position control box 12 sends the signal to the control detection subsystem 1. The control detection subsystem 1 displays the alarm information. At this time, the operator can know the fault situation through the control detection subsystem 1 and perform maintenance and other operations.

[0030] The control and detection subsystem 1 is the detection / display / control center and the center of human-computer interaction. The ship's centralized control room and bridge station are equipped with a control and detection subsystem 1. The control and detection subsystem 1 can remotely control the start and stop of the fan 2 of the ventilation subsystem, remotely control each compressor 3 in the air transmission subsystem, process the liquid level alarm and valve position fault communication signals of the feedback valve position control subsystem, and centrally collect and process the ship's navigation / power / wind direction / wind speed parameters to coordinate the normal operation of the entire air lubrication system.

[0031] This embodiment provides a method for debugging an air lubrication system. The method is used to detect and debug the air lubrication system during the dock mooring stage. The specific steps include:

[0032] Debug the ventilation subsystem independently.

[0033] Specifically, check the damper status to confirm the open position, adjust the damper to make it open, then power on each fan 2, start each fan 2 to check the direction of the fan 2, and arrange personnel to confirm the air outlet status at the air outlet to prevent the wrong direction of the extension from causing the failure to supply air to the compressor 3. After the inspection is normal, the fan 2 can be operated for a long time.

[0034] Independent commissioning of the air delivery subsystem.

[0035] Specifically, check whether the transmission pipeline for transporting air in the air transmission subsystem is connected accurately, for example, check whether the directions of the expansion joint 4, the release pipe 5 and the Y-type manifold joint are correct, and check whether the surface of each pipe is insulated. In addition, the transmission pipeline composed of the expansion joint 4, the release pipe 5, the Y-type manifold and the side valve 8 is tested for air tightness. The specific operation is: when the transmission pipeline is assembled, compressed air is injected into the transmission pipeline, and the side valve 8 is closed with a special tooling, and kept in the ventilation state for 2 hours. If there is no leakage, the inspection is qualified.

[0036] Independently debug the valve position control subsystem.

[0037] Specifically, before debugging, the communication between the valve position control subsystem and the control detection subsystem 1 needs to be interrupted to independently detect the valve position control subsystem. First, the valve position control box 12 is powered on, and then the name and corresponding opening and closing status of each side valve 8 are confirmed on the control screen of the valve position control box 12. If the display on the control screen is correct, it means that the communication status of the valve position control unit 11 is good.

[0038] Then, debugging is performed, and analog signals are used to simulate and send to each side valve 8. When each valve receives the signal, it will act according to the signal, thereby achieving the purpose of controlling the opening and closing of each valve. For example, in the early debugging process, each valve is in a closed state. If each valve is opened after receiving the signal, and if the actual opening and closing state of each valve is consistent with the displayed state, it means that the test of each valve is correct; if a valve position alarm occurs (that is, the actual switch state of the side valve 8 is inconsistent with the opening and closing state displayed on the side valve 8 on the control screen) or if a communication interruption occurs, check the communication between the side valve 8 and the valve position control unit 11, and between the valve position control unit 11 and the valve position control box 12. The analog signal here refers to the signal for the control valve to open and close.

[0039] Then perform an emergency operation check on each valve. The emergency operation includes manual emergency operation check and remote control emergency operation check. The steps of the manual emergency operation check are: operate the valve position handle locally to open and close the valve. At this time, check the opening and closing signals of the corresponding valve positions on the control panel. If the valve position status of the local operation is consistent with the displayed status, the manual emergency check is correct.

[0040] The steps of remote control emergency operation inspection are: remote control the valve position on the control panel for emergency opening and closing, and then manually check on-site whether the corresponding valve position makes corresponding actions. If the valve position makes corresponding actions, the remote control emergency inspection is correct.

[0041] Then check the liquid level alarm, manually operate the manual test ring of the liquid level sensor 9 on the Y-type manifold on site, and wait for 2 seconds. The liquid level sensor 9 will generate an alarm signal. At this time, observe whether the liquid level alarm appears on the control screen. If an alarm signal appears, the liquid level alarm test is correct.

[0042] The control detection subsystem 1 is detected.

[0043] After the valve position control subsystem is debugged correctly, the valve position control subsystem is connected to the control detection subsystem 1 for communication to debug the control detection subsystem 1. For example, when the liquid level sensor 9 generates a liquid level alarm signal, the alarm signal is transmitted to the valve position control box 12, and the valve position control box 12 sends the signal to the control detection subsystem 1. If the control detection subsystem 1 receives the alarm signal and displays the alarm state, it indicates that the control detection subsystem 1 functions normally.

[0044] The air release unit 10 is debugged.

[0045] Specifically, in the control and detection subsystem 1, confirm that the valve position in the air transmission subsystem is in the open state, then turn on the corresponding compressor 3 and supply air to the air release unit 10, check whether there is leakage in the transmission pipeline and liquid level alarm at this time, and arrange personnel to check whether a large number of bubbles are generated at the bottom of the hull. If no large number of bubbles are generated, recheck the valve position opening status, and check whether the working parameters of the compressor 3 are abnormal from the monitoring control screen.

[0046] Since the air lubrication system is provided with multiple compressors 3, each compressor 3 needs to be started and stopped remotely and the above-mentioned air supply test is performed to check whether there is leakage in each air transmission pipeline; at the same time, the bubble working conditions of each corresponding air release unit 10 at the bottom of the hull are verified.

[0047] After each subsystem in the air lubrication system has been debugged independently, it is necessary to connect the subsystems into a whole to debug the entire air lubrication system, and then test the one-key start function of the air lubrication system. Use analog signals to simulate the sending of ship navigation / power / wind direction / wind speed parameters to the control and detection subsystem 1. The control and detection subsystem 1 analyzes and determines the parameters. If the parameters meet the one-key start condition of the air lubrication system, the control and detection subsystem 1 controls the air release unit 10 to start, so that an air film is formed on the bottom of the ship.

[0048] The above embodiments are merely illustrative of the principles and effects of the present invention, and are not intended to limit the present invention. Anyone familiar with the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by a person of ordinary skill in the art without departing from the spirit and technical concept disclosed by the present invention shall still be covered by the claims of the present invention.

Claims

1. A method for debugging an air lubrication system, characterized in that: The method comprises: The air lubrication system is divided into independent ventilation subsystem, air transmission subsystem, air release subsystem, valve position control subsystem and control detection subsystem; Debug the ventilation subsystem to confirm the air outlet status; Commissioning of air delivery subsystems for assembly integrity checks and air tightness checks; Debug the valve position control subsystem to perform valve position fault checks and liquid level alarm checks; Connect the valve position control subsystem to the control and detection subsystem to confirm whether the control and detection subsystem can receive and display the status of the valve position fault alarm and liquid level alarm; Supply air to the air release subsystem for commissioning; Debug the entire system and input analog signals to the control and detection subsystem for startup checks.

2. The method for debugging an air lubrication system according to claim 1, characterized in that: The ventilation subsystem includes a fan and a damper connected to the air outlet of the fan. The steps of debugging the ventilation subsystem include: checking the state of the damper to confirm the open position, and adjusting the damper to make the damper in the open state, then powering on the fan, jogging the fan to check the direction of the fan, and confirming the air outlet state at the air outlet.

3. The debugging method of the air lubrication system according to claim 1, characterized in that: The assembly integrity check step includes: confirming whether the directions of the pipe joints of each connection in the air transmission subsystem are correct, and checking whether the surfaces of each pipe are thermally insulated.

4. The method for debugging an air lubrication system according to claim 1, characterized in that: The steps of the air tightness inspection include: after assembling the air transmission subsystem, injecting compressed air into the air transmission subsystem and keeping it in a ventilated state for 2 hours. If there is no leakage, the inspection is qualified.

5. The method for debugging an air lubrication system according to claim 1, characterized in that: The valve position control subsystem includes a valve position control unit and a valve position control box. The valve position control unit is used to detect the switching status of each valve in the air transmission subsystem. The valve position control box is used to receive the signal of the valve position control unit and display the opening and closing status of each valve. The steps of the valve position fault check include: first, power on the valve position control box, and confirm the name and corresponding opening and closing status of each side valve on the valve position control box, and then use analog signals to simulate and send to each valve to activate each valve, and compare the actual opening and closing status and display status of each valve.

6. The method for debugging an air lubrication system according to claim 5, characterized in that: After checking the valve position fault, an emergency operation check is performed. The steps of the emergency operation check include: local operation to open and close each valve, and at the same time checking the opening and closing signals of the corresponding valve positions on the valve position control box. If the valve position status of the local operation is consistent with the display status, the manual emergency check is correct; Remotely control each valve on the valve position control box for emergency opening and closing, and then check on-site whether the corresponding valve position makes corresponding actions. If the valve position makes corresponding actions, the remote control emergency check is correct.

7. The method for debugging an air lubrication system according to claim 1, characterized in that: The air transmission subsystem is provided with a liquid level sensor, and a manual test ring is provided on the liquid level sensor. The valve position control subsystem collects the liquid level alarm signal of the liquid level sensor. The liquid level alarm check step includes: manually operating the manual test ring of the liquid level sensor on site, and waiting for 2 seconds. The liquid level sensor generates an alarm signal. At this time, confirm whether a liquid level alarm occurs on the valve position control subsystem. If an alarm signal occurs, the liquid level alarm test is correct.

8. The debugging method of the air lubrication system according to claim 1, characterized in that: The step of supplying air to the air release subsystem for debugging includes: supplying air to the air release subsystem, checking whether there is leakage and liquid level alarm in the air delivery pipeline, and checking whether there is air bubble on the bottom of the ship.

9. The method for debugging an air lubrication system according to claim 1, characterized in that: The step of inputting an analog signal to the control and detection subsystem to confirm the startup status includes: using an analog signal to simulate the sending of ship navigation / power / wind direction / wind speed parameters to the control and detection subsystem, the control and detection subsystem analyzes and judges each parameter, and if each parameter reaches the one-button startup condition, the control and detection subsystem controls the air release subsystem to start.

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