Multi-power test system for ship power device

Abstract

The invention discloses a multi-power test system for a ship power device, and relates to the technical field of ship power devices, the multi-power test system comprises an acquisition module for acquiring basic operation data of the ship power device, and the ship power device comprises an engine unit, a transmission unit, a propulsion unit and a load unit; transmission efficiency data of the transmission unit, propulsion characteristic data of the propulsion unit and load characteristic data of the load unit are obtained; setting a target test working condition set of the ship power device according to different navigation tasks and working condition requirements of the ship, wherein each target test working condition corresponds to a power requirement and an operation parameter; determining an expected output power range of each engine unit under different working conditions according to the basic operation data and the target test working condition; the method has the effects that the performance of the power device under different working conditions is simulated and tested more accurately, and the reliability and adaptability of the ship power system are improved.

Description

[0001] A multi-power test system for ship power plants Technical Field

[0002] The present invention relates to the technical field of ship power plants, and more particularly to a multi-power test system for ship power plants. Background Art

[0003] In the field of marine engineering, ship propulsion systems are the core systems that enable ships to navigate and perform various operational tasks. With the development of the shipping industry, ship types are becoming increasingly diverse, including cargo ships, passenger ships, and engineering vessels. The navigation missions and operating conditions of these different types of ships vary greatly, placing increasingly complex and stringent performance requirements on propulsion systems.

[0004] Traditional methods for testing and matching power for marine propulsion systems are relatively simple and crude. Engine power output is often evaluated based on a few parameters, such as rated power, without in-depth analysis of engine performance under various operating conditions (e.g., full load, no-load, acceleration, cruising, etc.). As the source of a vessel's power, it is crucial that the engine can stably and efficiently output the appropriate power under various operating conditions. For example, if the engine fails to provide sufficient instantaneous power when setting sail with a full load, the vessel will struggle to start smoothly. In cruising conditions, inappropriate power output can lead to fuel waste. Summary of the Invention

[0005] In view of the shortcomings of the prior art, the present invention aims to provide a multi-power test system for a marine power plant.

[0006] To achieve the above object, the present invention provides the following technical solutions: A multi-power test system for a ship power plant, comprising: An acquisition module is configured to acquire basic operating data of a ship power unit, which includes an engine unit, a transmission unit, a propulsion unit, and a load unit; and acquire transmission efficiency data of the transmission unit, propulsion characteristic data of the propulsion unit, and load characteristic data of the load unit; Setting module: Sets the target test condition set for the ship's power plant according to the different navigation missions and operating conditions of the ship. Each target test condition corresponds to power requirements and operating parameters. Determination module: Determines the expected output power range of each engine unit under different operating conditions based on basic operating data and target test conditions; The first calculation module transmits the power output by the engine unit to the propulsion unit through the transmission unit, calculates the power loss during the transmission process using the transmission efficiency data, and calculates the input power of the propulsion unit based on the real-time output power of the engine; The second calculation module calculates the propulsion power generated by the propulsion unit based on the propulsion characteristic data and input power of the propulsion unit; determines the resistance power requirement of the load unit for the power unit based on the load characteristic data of the load unit and the actual navigation status of the ship; Judgment module: Compare the propulsion power and resistance power requirements to obtain power deviation data, and judge the power load matching of the ship power unit under the target test condition based on the power deviation data.

[0007] Preferably, judging the power load matching of the ship power plant under the target test condition according to the power deviation data specifically includes the following steps: Compare the power deviation data with a preset reasonable range; If the power deviation data is within the preset reasonable range, the power load matching of the ship power unit under the target test condition is determined, and the operating data and test results of each unit under the condition are recorded; If the power deviation data exceeds a reasonable range, it is determined that the power load of the ship's power plant under the target test condition does not match, and the cause of the deviation is found.

[0008] Preferably, obtaining basic operating data of the ship power plant specifically includes: The ship power plant includes basic information of each component unit and historical navigation information of the ship; The basic information of each component unit includes engine rated power, engine rated speed, transmission unit transmission ratio, transmission unit efficiency value, propulsion unit blade parameters, propulsion unit propulsion efficiency, and load unit drag coefficient; The historical navigation information of the ship includes the navigation speed, navigation distance, sea conditions, power plant operation time and power plant fuel consumption of the ship in the historical navigation missions.

[0009] Preferably, setting a target test operating condition set for a ship power plant according to different navigation tasks and operating condition requirements of the ship includes the following steps: Different navigation conditions are divided into different types according to the navigation mission of the ship, wherein the navigation conditions include full-load departure, full-load cruising, no-load acceleration and heavy-load low-speed sailing; According to the performance parameters and historical operating data of the ship's power plant, the target output power value, target speed range, target navigation speed, and target propulsion force parameters of the engine unit under each navigation condition type are determined; the target output power value, target speed range, target navigation speed, and target propulsion force parameters are combined to form a target test condition set.

[0010] Preferably, determining the expected output power range of each engine unit under different operating conditions based on the basic operating data and the target test operating conditions specifically includes the following steps: Determine the lower and upper limits of the expected output power of the engine under the target test condition based on the target output power value in the target test condition, the engine characteristic curve, and the actual output capacity and efficiency of the engine at different speeds; The expected output power range is corrected according to the stability of the engine to ensure the safe and stable operation of the engine during the test.

[0011] Preferably, the power loss during the transmission process is calculated using the transmission efficiency data, which specifically includes the following steps: Determine the operating speed point of the transmission unit according to the transmission ratio, input speed and output speed of the transmission unit; Find the transmission efficiency corresponding to the working speed point based on the efficiency curve of the transmission unit; Use the transmission efficiency formula to calculate the power loss during the transmission process.

[0012] Preferably, calculating the propulsion power generated by the propulsion unit according to the propulsion characteristic data and the input power of the propulsion unit specifically includes the following steps: The thrust generated by the propulsion unit is calculated using the propulsion formula according to the propeller blade parameters and the input power of the propulsion unit; The propulsion power is calculated by multiplying the thrust by the ship's speed.

[0013] Preferably, determining the resistance power requirement of the load unit for the power device according to the load characteristic data of the load unit and the actual navigation state of the ship specifically includes the following steps: According to the ship's displacement, hull shape and sea conditions, the total resistance of the ship in the current navigation state is calculated using the ship resistance calculation formula; The resistance power requirement is determined by multiplying the total resistance by the ship's speed.

[0014] Preferably, the causes of the deviation are found, which specifically includes the following steps: Compare the actual output power of the engine under different operating conditions with the expected output power; If the actual output power is lower than the expected output power, check the engine's fuel system, intake system, ignition system and electrical system for faults; Check whether the operation of the transmission unit components meets the conditions to determine whether the transmission unit causes excessive power loss; Determine whether the propulsion unit's blades are deformed or fouled, whether the propulsion unit is properly matched to the ship's hull, and the impact of the propulsion unit on power transmission; Combine the historical data of the load cell with the current sea conditions to evaluate whether the resistance characteristics of the load cell have changed.

[0015] Compared with the prior art, the present invention has the following beneficial effects: This method comprehensively captures basic operating data for each component of a ship's power plant (engine unit, transmission unit, propulsion unit, and load unit). This data includes detailed information such as engine rated power, transmission unit ratio, propulsion unit blade parameters, and load unit drag coefficient. It also includes historical ship navigation information, such as speed and power plant fuel consumption. This comprehensive data collection provides a solid foundation for subsequent, accurate analysis of a ship's power plant performance under various operating conditions. Comprehensive analysis of this data enables precise determination of power-related parameters under various actual operating conditions, providing a reliable basis for optimizing and improving ship power systems.

[0016] The configuration module meticulously sets a set of target test conditions based on the vessel's diverse navigational missions (e.g., fully loaded departure, no-load acceleration, and other different operating conditions) and actual operating requirements. Each condition corresponds to specific power requirements and operating parameters. This targeted configuration allows the test to closely align with the vessel's actual operating scenarios, more accurately simulating and testing the power plant's performance under different operating conditions, helping to identify potential issues and improve the reliability and adaptability of the vessel's power system.

[0017] This application checks the reasons why the actual output power is lower than the expected output power from the aspects of the engine's fuel system, air intake system, ignition system and electrical system, and checks the operation of the transmission unit components, the status of the propulsion unit blades and their matching with the hull, changes in the load unit resistance characteristics, etc., and can comprehensively and quickly locate the fault point that causes power deviation. This greatly shortens the fault investigation time, improves the maintenance efficiency of the ship's power plant, reduces the ship's downtime due to power plant failure, ensures the normal operation and navigation safety of the ship, and reduces maintenance costs and potential economic losses. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 A schematic diagram of a multi-power test system for a ship power plant proposed by the present invention; Figure 2 The present invention proposes a schematic diagram of steps for obtaining basic operating data of a ship power plant in a multi-power test system of the ship power plant; Figure 3 The present invention provides a schematic diagram of the steps for finding the cause of deviation in a multi-power test system of a ship power plant. DETAILED DESCRIPTION

[0019] Reference Figures 1 to 3 shown.

[0020] The embodiment further illustrates a multi-power test system for a ship power plant proposed by the present invention.

[0021] A multi-power test system for a ship power plant, comprising: Acquisition module: acquires basic operating data of the ship's power unit, which includes an engine unit, a transmission unit, a propulsion unit, and a load unit; and acquires transmission efficiency data of the transmission unit, propulsion characteristic data of the propulsion unit, and load characteristic data of the load unit; Setting module: Sets the target test condition set for the ship's power plant according to the different navigation missions and operating conditions of the ship. Each target test condition corresponds to power requirements and operating parameters. Determination module: Determines the expected output power range of each engine unit under different operating conditions based on basic operating data and target test conditions; The first calculation module transmits the power output by the engine unit to the propulsion unit through the transmission unit, calculates the power loss during the transmission process using the transmission efficiency data, and calculates the input power of the propulsion unit based on the real-time output power of the engine; The second calculation module calculates the propulsion power generated by the propulsion unit based on the propulsion characteristic data and input power of the propulsion unit; determines the resistance power requirement of the load unit for the power unit based on the load characteristic data of the load unit and the actual navigation status of the ship; Judgment module: Compare the propulsion power and resistance power requirements to obtain power deviation data, and judge the power load matching of the ship power unit under the target test condition based on the power deviation data.

[0022] A ship's propulsion system is a complex system consisting of multiple components, including the engine unit, transmission unit, propulsion unit, and load unit. The acquisition module first collects basic information about each component of the ship's propulsion system. For the engine unit, data such as the rated power and rated speed are collected. These data reflect the engine's basic performance parameters and are important for evaluating the engine's power output capacity. The transmission unit's transmission ratio and efficiency determine the power losses and efficiency during power transfer from the engine to the propulsion unit. The propulsion unit's blade parameters (such as blade shape and size) and propulsion efficiency are directly related to the propulsion unit's ability to convert input power into thrust. The load unit's drag coefficient is a key parameter for measuring the amount of resistance encountered by the ship during navigation.

[0023] In addition to basic information about each unit, the acquisition module also collects historical ship navigation data. Data such as the ship's speed, distance traveled, sea conditions, powerplant operating time, and fuel consumption during these historical missions can reflect the ship's powerplant performance under different operational scenarios. For example, by analyzing the powerplant's fuel consumption and operating time under different sea conditions, we can understand the impact of sea conditions on powerplant energy consumption and operational stability, providing a reference for subsequent operating condition settings and power analysis. This provides rich and accurate raw data for subsequent analysis and judgment of the entire test system.

[0024] Ships face a variety of different tasks and operating conditions during actual navigation. The configuration module first divides the ship into different navigation conditions based on the navigation mission. For example, the fully loaded departure condition requires a large amount of power to overcome the static state and propel the fully loaded cargo forward; the fully loaded cruising condition requires the power unit to maintain the ship's continuous navigation at a certain speed with relatively stable power output; the no-load acceleration condition requires the ship to quickly increase its speed when no-load, which places high demands on the power unit's acceleration performance; the heavy-load low-speed sailing condition tests the power unit's torque output capacity at low speed while carrying a large weight.

[0025] For each type of sailing condition, the module determines the target output power, target speed range, target sailing speed, and target propulsion parameters for the engine unit under that condition, based on the ship's power plant performance parameters and historical operating data. For example, under fully loaded sailing conditions, the target power output and speed range required to ensure a smooth sailing are determined based on the fully loaded ship's weight, hull resistance characteristics, and the engine's performance curve. Combining these parameters creates a target test condition set. This set of target test conditions provides specific test conditions and standards for subsequently determining the engine power range, calculating power, and determining power-load matching.

[0026] After obtaining the basic operating data and the target test condition set, the determination module begins to determine the expected output power range of each engine unit under different operating conditions. This module uses the target output power value in the target test condition as a basis, combined with the engine's characteristic curve (which reflects the changing relationship between performance indicators such as power output, torque output, and efficiency at different speeds). For example, if the target test condition requires the engine to operate at a specific speed, the engine characteristic curve can be used to find the theoretical power range and corresponding efficiency at that speed. The module also considers the engine's actual output capacity at different speeds (due to various factors in actual operation, the engine's output may deviate from the theoretical value) to comprehensively determine the lower and upper limits of the engine's expected output power under these conditions.

[0027] To ensure safe and stable engine operation during testing, the determination module also adjusts the initially determined expected output power range based on engine stability. The stability of engine power output during operation is crucial; excessive power output fluctuations can damage the engine itself and other components of the power unit. By considering and adjusting engine stability, the expected output power range can be more reasonable, providing a reliable basis for subsequent accurate evaluation of engine power output under different operating conditions.

[0028] To calculate power loss during transmission, the first calculation module first determines the transmission unit's operating speed based on the unit's transmission ratio, input speed, and output speed. The transmission ratio determines the proportional relationship between input and output speeds. Knowing the input speed and transmission ratio allows the output speed to be calculated, thereby determining the actual operating speed of the transmission unit. The module then searches for the transmission efficiency corresponding to this operating speed based on the transmission unit's efficiency curve (which indicates the unit's transmission efficiency at different speeds). Finally, the power loss during transmission is calculated using the transmission efficiency formula (power loss = input power × (1 - transmission efficiency)). By subtracting the power loss during transmission from the engine's real-time output power, the propulsion unit's input power is calculated. This calculation process accurately assesses power loss during transmission and provides precise input power data for subsequent calculations of the propulsion unit's propulsion power.

[0029] The second calculation module calculates the propulsion power generated by the propulsion unit based on the propulsion unit's blade parameters (such as blade pitch and diameter) and the propulsion unit's input power. It then uses a propulsion formula (usually related to blade parameters, input power, and fluid dynamics-related parameters) to calculate the thrust generated by the propulsion unit. For example, the pitch of the blade determines the distance the blade advances axially per rotation. Combined with the input power and other relevant parameters, the generated thrust can be calculated. Once the thrust is determined, the propulsion power is calculated by multiplying the thrust by the ship's speed. This calculation process clarifies the specific value of the propulsion unit's conversion of input power into power that propels the ship forward, which is a crucial step in evaluating the performance of the propulsion unit and the propulsion capability of the ship's power system.

[0030] The load unit's resistance power requirement for the power plant is determined based on the load unit's load characteristic data and the vessel's actual navigational state. First, based on the vessel's displacement (reflecting the vessel's own weight and the weight of the cargo it carries), hull shape (different hull shapes result in different hydrodynamic characteristics, affecting the amount of resistance encountered by the ship), and sea conditions (such as wind and wave intensity and current velocity), the total resistance encountered by the ship under current navigational conditions is calculated using the ship resistance calculation formula (which incorporates hydrodynamic principles and comprehensively considers the impact of these factors on ship resistance). The resistance power requirement is then determined by multiplying the total resistance by the ship's navigational speed. This calculation accurately reflects the power required to overcome resistance during actual navigation and provides critical data for determining the power-load matching of the power plant.

[0031] The judgment module compares the propulsion power and resistance power requirements obtained by the second calculation module to obtain power deviation data. This power deviation data is then compared with a preset reasonable range. This preset reasonable range is determined based on the ship's power plant design parameters, historical operating experience, and industry standards. If the power deviation data is within the preset reasonable range, it indicates that the ship's power plant has a good power-load match under the target test condition. The system then records the operating data of each unit under this condition (such as the actual engine output power, transmission unit transmission efficiency, propulsion unit thrust, etc.) and test results. This data can be used for further analysis and evaluation of the power plant performance.

[0032] If the power deviation data exceeds the acceptable range, the ship's power unit is deemed to be mismatched to the target test conditions. This leads to the cause of the deviation. First, compare the actual engine output power under different operating conditions with the expected output power. If the actual output power is lower than expected, inspect the engine's fuel system (checking for smooth fuel supply, proper fuel injector operation, etc.), intake system (checking for blockages in the air filter, leaks in the intake duct, etc.), ignition system (checking spark plug ignition and proper ignition timing), and electrical system (checking the proper functioning of electrical components such as the generator and battery). Failures in these systems can lead to insufficient engine power output. Next, check the transmission unit components for proper operation, such as gear wear and bearing operation, to determine if excessive power loss is caused by component problems. Next, determine whether the propeller blades of the propeller unit are deformed or damaged (deformation affects propulsion efficiency, while damage increases water resistance). Also, determine whether the propulsion unit is properly matched to the ship's hull (for example, a mismatch between the blade diameter and the hull size can lead to low propulsion efficiency). This assesses the propulsion unit's impact on power transmission. Finally, combining the load cell's historical data with current sea conditions, the team assesses whether the load cell's resistance characteristics have changed (e.g., changes in cargo loading patterns may cause changes in hull resistance, or sudden deterioration in sea conditions may increase resistance). This systematic and comprehensive troubleshooting process quickly and accurately identifies the cause of the power-load mismatch, providing a basis for timely repair and optimization of the ship's power plant.

[0033] The power load matching of the ship power plant under the target test condition is determined based on the power deviation data, specifically including the following steps: Compare the power deviation data with a preset reasonable range; If the power deviation data is within the preset reasonable range, the power load matching of the ship power unit under the target test condition is determined, and the operating data and test results of each unit under the condition are recorded; If the power deviation data exceeds a reasonable range, it is determined that the power load of the ship's power plant under the target test condition does not match, and the cause of the deviation is found.

[0034] During the operation of a ship's propulsion system, a series of modules (such as the calculation module) calculate propulsion power and resistance power requirements, and compare the two to obtain power deviation data. This data reflects the difference between the propulsion power and the resistance power required by the load under the current target test conditions.

[0035] The resulting power deviation data is compared with a preset acceptable range. This range is determined based on the ship's power plant design parameters, historical operating data, and industry standards. If the power deviation data falls within this range, it indicates that the propulsion power output of the power plant and the load's resistance power requirement are within an acceptable error range, indicating that the ship's power plant is power-load matched under the target test conditions. The system then records the operating data (such as speed, power output, efficiency, etc.) and test results of each unit, including the engine unit, transmission unit, propulsion unit, and load unit, under these conditions for subsequent analysis and evaluation of the power plant's performance.

[0036] If the power deviation data exceeds the reasonable range, it indicates a significant discrepancy between the propulsion power of the power unit and the load resistance power requirement, and the ship's power unit is determined to have a power-load mismatch under the target test conditions. At this point, the system, following a predetermined troubleshooting process, investigates the engine's fuel, air intake, ignition, and electrical systems; the operation of transmission unit components; the condition of the propulsion unit blades and their matching with the hull; and changes in the load unit's resistance characteristics to identify the cause of the power deviation. By individually investigating each factor that may affect power matching, the issue is ultimately identified, allowing targeted repair and adjustment measures to restore the power unit to normal power-load matching.

[0037] Obtain basic operating data of ship power plants, including: The ship's power plant includes basic information of each component unit and the ship's historical navigation information; The basic information of each component unit includes engine rated power, engine rated speed, transmission unit transmission ratio, transmission unit efficiency value, propulsion unit blade parameters, propulsion unit propulsion efficiency, and load unit drag coefficient; The historical navigation information of the ship includes the navigation speed, navigation distance, sea conditions, power unit operating time and power unit fuel consumption of the ship in historical navigation missions.

[0038] Engine rated power reflects the maximum power an engine can output under ideal operating conditions and is a key indicator of engine performance. Rated speed specifies the engine's operating speed at rated power. Obtaining these two parameters determines the engine's basic power output capability and provides a benchmark for evaluating its actual output power under different operating conditions.

[0039] The transmission ratio determines the changing relationship between speed and torque when power is transmitted from the engine to the propulsion unit. By obtaining the transmission ratio, we can understand the speed change during the power transmission process; the transmission unit efficiency value reflects the degree of energy loss during the power transmission process, which helps to analyze the power loss during the transmission process, thereby accurately calculating the input power of the propulsion unit.

[0040] The propeller blade parameters (such as blade diameter, pitch, and shape) in a propulsion unit directly influence the efficiency with which the propulsion unit converts power into thrust. Different propeller blade parameters are suitable for different sailing conditions. Obtaining these parameters provides a basis for analyzing the propulsion unit's propulsion performance under specific operating conditions. Propulsion efficiency reflects the propulsion unit's ability to convert input power into effective propulsion power and is a key indicator for evaluating propulsion unit performance.

[0041] The load unit resistance coefficient reflects the resistance characteristics of a ship during navigation and is related to factors such as the ship's displacement and hull shape. By obtaining the resistance coefficient and combining it with the ship's actual navigation status, the load unit's resistance power requirement for the power unit can be accurately calculated.

[0042] Sailing speed reflects the speed of a ship's operations during different historical voyages, while sailing distance reflects the length of the voyage. This information can be used to analyze the operation of a ship's power plant under different range and speed requirements, for example, to determine the energy consumption and performance of the power plant during long-distance or high-speed voyages.

[0043] Different sea conditions (such as wind and wave strength, current speed, and direction) significantly impact the operation of a ship's power plant. Obtaining sea condition information, combined with operational data on power plant load, energy consumption, and propulsion efficiency under these conditions, provides a basis for safe navigation and power plant optimization in different sea conditions.

[0044] Operating time reflects the cumulative operating hours of a power plant and can be used to assess its reliability and service life. Fuel consumption directly impacts a ship's operating costs. By analyzing operating time and fuel consumption data during different missions, we can identify patterns in power plant energy consumption under different operating conditions, providing data support for energy-saving optimization and cost control.

[0045] The target test condition set for the ship's power plant is set according to the different navigation missions and operating conditions of the ship, which includes the following steps: Different navigation conditions are divided into different types according to the navigation mission of the ship, among which the navigation conditions include full-load departure, full-load cruising, no-load acceleration and heavy-load low-speed sailing; According to the performance parameters and historical operating data of the ship's power plant, the target output power value, target speed range, target navigation speed, and target propulsion force parameters of the engine unit under each navigation condition type are determined; the target output power value, target speed range, target navigation speed, and target propulsion force parameters are combined to form a target test condition set.

[0046] Ships undertake various tasks during actual navigation, and they are divided into different operating conditions based on these tasks. When setting sail fully loaded, the ship must overcome a stationary state and full load weight to start, placing high demands on the instantaneous power output of the power unit. Fully loaded cruising involves continuous and stable navigation while carrying cargo, emphasizing the stability of the power unit's power output and fuel economy. During no-load acceleration, the ship must quickly increase its speed, testing the power unit's acceleration performance. When sailing at low speed with a heavy load, the ship carries a heavy load and travels at a relatively low speed, requiring the power unit to have sufficient torque output at low speeds. This classification lays the foundation for setting targeted test conditions later.

[0047] For each type of sailing condition, the ship's power plant performance parameters (such as engine rated power and rated speed, transmission unit transmission ratio and efficiency, propulsion unit blade parameters and propulsion efficiency) and historical operating data (such as speed, power output, and fuel consumption during historical sailing) are combined. For example, under fully loaded sailing conditions, the target output power value of the engine unit is determined based on the ship's full load weight, hull resistance characteristics, and the engine torque-speed curve to ensure sufficient power for a smooth sailing. The target speed range is determined based on the transmission unit characteristics and propulsion unit requirements to ensure effective power transmission and propulsion efficiency. The target sailing speed and target propulsion force parameters are determined based on the ship's design speed and the relationship between propulsion force and speed.

[0048] The target output power, target speed range, target sailing speed, and target propulsion parameters for each sailing condition are combined to form a target test condition set. This set covers the key operating parameters of the ship's power plant under different typical sailing missions, providing clear and specific test standards and basis for subsequent testing of the ship's power plant performance under various operating conditions, making the testing process more targeted and scientific.

[0049] Determine the expected output power range of each engine unit under different operating conditions based on basic operating data and target test conditions, specifically including the following steps: Determine the lower and upper limits of the expected output power of the engine under the target test condition based on the target output power value in the target test condition, the engine characteristic curve, and the actual output capacity and efficiency of the engine at different speeds; The expected output power range is corrected according to the stability of the engine to ensure the safe and stable operation of the engine during the test.

[0050] The target output power value in the target test conditions of this application is an important reference. At the same time, the engine characteristic curve depicts the changing relationship between parameters such as power, torque, and efficiency of the engine at different speeds. For example, under a specific working condition, the target output power value is referred to the engine characteristic curve to find the minimum power that the engine can theoretically output at the corresponding speed. This is the lower limit of the expected output power. This is because the engine may not be able to reach the theoretical maximum power output due to various factors in actual operation. The lower limit ensures that the engine can meet the basic power requirements under this working condition. Similarly, the upper limit of the expected output power is determined based on the characteristic curve and the maximum actual output capacity of the engine at this speed. This upper limit takes into account the physical limits of the engine and the limiting factors in actual operation to avoid damage to the engine due to excessive power output. In addition, a comprehensive judgment must be made based on the actual output capacity and efficiency of the engine at different speeds to ensure that the determined power range is consistent with the actual operating conditions.

[0051] Engine stability is a key factor in ensuring reliable operation. After determining the initial expected output power range, adjustments are made based on engine stability. For example, in certain speed ranges or power output levels, the engine may experience instability such as increased vibration and incomplete combustion. By analyzing the engine's mechanical structure and combustion system characteristics, it is determined whether there are any factors affecting stability within the initially determined power range. If so, the expected output power range is appropriately adjusted by narrowing the upper limit or raising the lower limit to ensure that the engine maintains stable operation during testing. This prevents failures caused by unreasonable power output and ensures safe and stable engine operation.

[0052] Calculating the power loss during the transmission process using transmission efficiency data includes the following steps: Determine the operating speed point of the transmission unit according to the transmission ratio, input speed and output speed of the transmission unit; Find the transmission efficiency corresponding to the working speed point based on the efficiency curve of the transmission unit; Use the transmission efficiency formula to calculate the power loss during the transmission process.

[0053] The transmission ratio of a transmission unit is a fixed ratio between input and output speeds. Knowing any two of the three parameters—the transmission ratio, input speed, and output speed—can determine the third. The transmission ratio, along with the input and output speeds, can be used to determine the actual operating speed of the transmission unit, known as its operating speed point. For example, if the transmission ratio is 2 and the input speed is 1000 rpm, the transmission ratio formula (transmission ratio = input speed ÷ output speed) yields an output speed of 500 rpm. This defines the operating speed point (1000 rpm input, 500 rpm output). This operating speed point reflects the actual operating state of the transmission unit during the current power transmission process and serves as the basis for subsequent calculations.

[0054] The efficiency curve of the transmission unit is derived through extensive experimentation and testing. It shows the transmission efficiency of the transmission unit at different operating speeds. After determining the operating speed of the transmission unit, the corresponding transmission efficiency value is found on the efficiency curve based on this operating speed. For example, the transmission efficiency corresponding to the operating speed calculated previously is 80% on the efficiency curve. This transmission efficiency value represents the energy conversion efficiency of the transmission unit when transferring input power to the output at this operating speed. In other words, 80% of the input power is effectively transmitted, while the remaining 20% ​​is lost in various forms.

[0055] Use the transmission efficiency formula to calculate the power loss. The transmission efficiency formula is: Power loss = input power × (1-transmission efficiency). Assuming the input power is 100 kilowatts and the transmission efficiency found previously is 80%, substituting the value into the formula yields: Power loss = 100 × (1-80%) = 20 kilowatts. Through this calculation process, the power loss value during the power transmission process of the transmission unit can be accurately obtained. This value is crucial for analyzing the energy loss of the transmission link in the ship's power system. When subsequently calculating the input power of the propulsion unit, this part of the power loss needs to be deducted to ensure the accuracy of the propulsion unit input power calculation and the accuracy of the power analysis of the entire ship's power system.

[0056] Calculating the propulsion power generated by the propulsion unit based on the propulsion characteristic data and the input power of the propulsion unit specifically includes the following steps: The thrust generated by the propulsion unit is calculated using the propulsion formula according to the propeller blade parameters and the input power of the propulsion unit; The propulsion power is calculated by multiplying the thrust by the ship's speed.

[0057] The propulsion unit's propeller parameters (such as blade diameter, pitch, and number of blades) are key factors influencing propulsion force generation. Different combinations of propeller parameters determine how the propeller interacts with the water during rotation. For example, a larger blade diameter sweeps a larger area of ​​water at the same rotational speed; pitch determines the axial distance the blade travels per rotation. Furthermore, the propulsion unit's input power reflects the amount of energy delivered to the propulsion unit. Using a propulsion formula (typically based on fluid mechanics principles, taking into account factors such as blade parameters, input power, and water density and flow velocity), relevant data, including blade parameters and input power, are substituted into the formula for calculation. For example, by combining a specific propulsion formula with known values ​​for blade diameter, pitch, number of blades, and input power, a series of calculations can determine the thrust generated by the propulsion unit. This thrust is the direct source of power that propels the vessel forward.

[0058] After determining the thrust generated by the propulsion unit, the propulsion power is calculated based on the ship's speed. The formula for calculating propulsion power is: Propulsion power = thrust × ship's speed. Assuming the previously calculated thrust is 1000 Newtons and the ship's current speed is 5 meters per second, substituting these two values ​​into the formula yields propulsion power = 1000 × 5 = 5000 watts. This calculation accurately determines the propulsion power generated by the propulsion unit under the current operating conditions. This propulsion power value reflects the effective power converted from the propulsion unit's input power to propel the ship forward, and is crucial for evaluating the efficiency of the propulsion unit and the overall performance of the ship's power system.

[0059] The load unit's resistance power requirement for the power plant is determined based on the load characteristic data of the load unit and the actual navigation state of the ship, specifically including the following steps: According to the ship's displacement, hull shape and sea conditions, the total resistance of the ship in the current navigation state is calculated using the ship resistance calculation formula; The resistance power requirement is determined by multiplying the total resistance by the ship's speed.

[0060] A ship's displacement refers to the weight of water displaced by the ship, which directly affects the buoyancy and resistance it experiences in the water. Generally speaking, the greater the displacement, the greater the resistance a ship experiences. Hull shape significantly affects resistance, and different hull lines (for example, a streamlined hull experiences less resistance than a square hull) have different hydrodynamic properties in the water. Sea conditions include wind and wave intensity, current speed, and direction. Severe sea conditions (such as strong winds and waves or adverse currents) can significantly increase the resistance a ship experiences. Using a ship resistance calculation formula (which is typically based on fluid mechanics and takes into account factors such as displacement, hull shape, and sea conditions), the relevant parameters are substituted into the formula for calculation. For example, given the ship's displacement, hull shape parameters, and current data for the current sea conditions, a specific ship resistance calculation formula can be used to determine the total resistance a ship experiences under the current sailing conditions. This total resistance is the total resistance a ship must overcome while sailing.

[0061] After determining the total resistance experienced by the ship, the resistance power requirement is determined in combination with the ship's speed. The formula for calculating the resistance power requirement is: Resistance power requirement = Total resistance × Ship's speed. Assuming the total resistance calculated previously is 2000 Newtons and the ship's current speed is 4 meters per second, substituting these two values ​​into the formula yields Resistance power requirement = 2000 × 4 = 8000 watts. This calculation accurately determines the load unit's resistance power requirement for the power unit under the current sailing conditions. This value reflects the power required to overcome the current sailing resistance and is crucial for determining the power-load matching of the ship's power unit and for optimally adjusting power output.

[0062] And find the cause of the deviation, which includes the following steps: Compare the actual output power of the engine under different operating conditions with the expected output power; If the actual output power is lower than the expected output power, check the engine's fuel system, intake system, ignition system and electrical system for faults; Check whether the operation of the transmission unit components meets the conditions to determine whether the transmission unit causes excessive power loss; Determine whether the propulsion unit's blades are deformed or fouled, whether the propulsion unit is properly matched to the ship's hull, and the impact of the propulsion unit on power transmission; Combine the historical data of the load cell with the current sea conditions to evaluate whether the resistance characteristics of the load cell have changed.

[0063] This application first compares the engine's actual output power under different operating conditions with its expected output power. The expected output power is a reasonable power range determined based on the target test conditions, engine characteristic curves, and other factors. Actual output power is collected in real time by sensors and other equipment during engine operation. If the actual output power is lower than the expected output power, it indicates a possible engine problem.

[0064] When it is found that the actual power of the engine is insufficient, check its fuel system, intake system, ignition system and electrical system. In the fuel system, check whether the fuel pump is supplying fuel normally, whether the fuel injector is blocked or the fuel injection is uneven. These problems will affect the fuel injection amount and atomization effect, and thus affect the power generated by combustion. In the intake system, check whether the air filter is blocked and whether the intake pipe is leaking. Insufficient air intake will cause incomplete combustion and reduce engine power. In the ignition system, check whether the spark plug ignition is normal and whether the ignition timing is accurate. Abnormal ignition will cause a disorder in the combustion process. In the electrical system, check the working status of components such as the generator and battery. Electrical faults may affect the normal operation of the engine control system and cause abnormal power output.

[0065] Check the operating condition of the transmission unit components, such as gear wear, bearing damage, and loose couplings. Gear wear can cause inaccurate transmission ratios and increase energy loss during power transmission; bearing damage can increase operating resistance and consume additional power; and a loose coupling can cause unstable power transmission and excessive power loss. By checking these components, determine whether the transmission unit is causing excessive power loss.

[0066] Observe the propulsion unit's blades for deformation and fouling. Blade deformation alters hydrodynamic performance and reduces propulsion efficiency; fouling increases water resistance, requiring more power to propel the same distance. Also, assess whether the propulsion unit is properly matched to the vessel's hull. A mismatch between the blade's diameter and shape and the vessel's size and line shape can affect propulsion generation and transmission, negatively impacting power transfer.

[0067] Combine the load cell's historical data (such as resistance coefficient and displacement under different operating conditions) with current sea conditions (wind, waves, currents, etc.) to assess whether the load cell's resistance characteristics have changed. For example, a change in cargo loading may alter the ship's displacement distribution and, consequently, the resistance coefficient; worsening sea conditions may increase the wind and wave resistance experienced by the ship. Changes in the load cell's resistance characteristics can alter the power requirements of the power unit, impacting power matching.

[0068] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, i.e., they may be located in one location or distributed across multiple network units. Some or all of the modules may be selected based on actual needs to achieve the objectives of the present embodiment. Persons of ordinary skill in the art will be able to understand and implement the present invention without inventive effort.

[0069] Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented using software plus a necessary general-purpose hardware platform, or of course, hardware. Based on this understanding, the essence of the above technical solution, or the portion that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a magnetic disk, or an optical disk, and includes a number of instructions for causing a computer device (such as a personal computer, server, or network device) to execute the methods described in each embodiment or certain portions of the embodiments.

[0070] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. A multi-power test system for a ship power plant, characterized in that: include: An acquisition module is configured to acquire basic operating data of a ship power unit, which includes an engine unit, a transmission unit, a propulsion unit, and a load unit; and acquire transmission efficiency data of the transmission unit, propulsion characteristic data of the propulsion unit, and load characteristic data of the load unit; Setting module: Sets the target test condition set of the ship's power plant according to the different navigation missions and working conditions of the ship. Each target test condition corresponds to the power demand and operating parameters; Determination module: Determines the expected output power range of each engine unit under different operating conditions based on basic operating data and target test conditions; The first calculation module transmits the power output by the engine unit to the propulsion unit through the transmission unit, calculates the power loss during the transmission process using the transmission efficiency data, and calculates the input power of the propulsion unit based on the real-time output power of the engine; The second calculation module calculates the propulsion power generated by the propulsion unit based on the propulsion characteristic data and input power of the propulsion unit; determines the resistance power requirement of the load unit for the power unit based on the load characteristic data of the load unit and the actual navigation status of the ship; Judgment module: Compare the propulsion power and resistance power requirements to obtain power deviation data, and judge the power load matching of the ship power unit under the target test condition based on the power deviation data.

2. A multi-power test system for a marine power plant according to claim 1, characterized in that: The power load matching of the ship power plant under the target test condition is determined based on the power deviation data, specifically including the following steps: Compare the power deviation data with a preset reasonable range; If the power deviation data is within the preset reasonable range, the power load matching of the ship power unit under the target test condition is determined, and the operating data and test results of each unit under the condition are recorded; If the power deviation data exceeds a reasonable range, it is determined that the power load of the ship's power plant under the target test condition does not match, and the cause of the deviation is found.

3. A multi-power test system for a marine power plant according to claim 1, characterized in that: Obtain basic operating data of ship power plants, including: The ship power plant includes basic information of each component unit and historical navigation information of the ship; The basic information of each component unit includes engine rated power, engine rated speed, transmission unit transmission ratio, transmission unit efficiency value, propulsion unit blade parameters, propulsion unit propulsion efficiency, and load unit drag coefficient; The historical navigation information of the ship includes the navigation speed, navigation distance, sea conditions, power plant operation time and power plant fuel consumption of the ship in the historical navigation missions.

4. A multi-power test system for a marine power plant according to claim 1, characterized in that: The target test condition set for the ship's power plant is set according to the different navigation missions and operating conditions of the ship, which includes the following steps: Different navigation conditions are divided into different types according to the navigation mission of the ship, wherein the navigation conditions include full-load departure, full-load cruising, no-load acceleration and heavy-load low-speed sailing; According to the performance parameters and historical operating data of the ship's power plant, the target output power value, target speed range, target navigation speed, and target propulsion force parameters of the engine unit under each navigation condition type are determined; the target output power value, target speed range, target navigation speed, and target propulsion force parameters are combined to form a target test condition set.

5. A multi-power test system for a marine power plant according to claim 1, characterized in that: Determine the expected output power range of each engine unit under different operating conditions based on basic operating data and target test conditions, specifically including the following steps: Determine the lower and upper limits of the expected output power of the engine under the target test condition based on the target output power value in the target test condition, the engine characteristic curve, and the actual output capacity and efficiency of the engine at different speeds; The expected output power range is corrected according to the stability of the engine to ensure the safe and stable operation of the engine during the test.

6. A multi-power test system for a marine power plant according to claim 1, characterized in that: Calculating the power loss during the transmission process using transmission efficiency data includes the following steps: Determine the operating speed point of the transmission unit according to the transmission ratio, input speed and output speed of the transmission unit; Find the transmission efficiency corresponding to the working speed point based on the efficiency curve of the transmission unit; Use the transmission efficiency formula to calculate the power loss during the transmission process.

7. A multi-power test system for a marine power plant according to claim 1, characterized in that: Calculating the propulsion power generated by the propulsion unit based on the propulsion characteristic data and the input power of the propulsion unit specifically includes the following steps: The thrust generated by the propulsion unit is calculated using the propulsion formula according to the propeller blade parameters and the input power of the propulsion unit; The propulsion power is calculated by multiplying the thrust by the ship's speed.

8. A multi-power test system for a marine power plant according to claim 1, characterized in that: The load unit's resistance power requirement for the power plant is determined based on the load characteristic data of the load unit and the actual navigation state of the ship, specifically including the following steps: According to the ship's displacement, hull shape and sea conditions, the total resistance of the ship in the current navigation state is calculated using the ship resistance calculation formula; The resistance power requirement is determined by multiplying the total resistance by the ship's speed.

9. A multi-power test system for a marine power plant according to claim 2, characterized in that: And find the cause of the deviation, which includes the following steps: Compare the actual output power of the engine under different operating conditions with the expected output power; If the actual output power is lower than the expected output power, check the engine's fuel system, intake system, ignition system and electrical system for faults; Check whether the operation of the transmission unit components meets the conditions to determine whether the transmission unit causes excessive power loss; Determine whether the propulsion unit's blades are deformed or fouled, whether the propulsion unit is properly matched to the ship's hull, and the impact of the propulsion unit on power transmission; Combine the historical data of the load cell with the current sea conditions to evaluate whether the resistance characteristics of the load cell have changed.

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