Ice region ship propulsion shafting dynamic load environment simulation device and method

Abstract

This invention relates to the field of marine mechanical vibration testing, specifically disclosing a device and method for simulating the dynamic load environment of a ship's propulsion shafting in ice-covered conditions. The device includes an ice-water load environment simulation unit and a dynamic load testing platform. The ice-water load environment simulation unit is equipped with a constant-zero-degree water tank containing an ice-water mixture, and a propeller shaft with one end extending into the water tank and the other end fitted with a propeller test model, used to simulate the ice-water mixed medium environment. The dynamic load testing platform is connected to the other end of the propeller shaft, and its function is to provide driving force for the propeller test model and simultaneously monitor the torque, speed, and vibration parameters of the propeller shaft during operation. This device can simulate the real load conditions of a ship's propulsion shafting in an ice-water mixed environment. It creates an ice-covered environment through the constant-zero-degree water tank and utilizes the dynamic load testing platform, which integrates a drive motor, sensors, and centering adjustment device, to monitor key parameters of the shafting such as torque, speed, vibration, and displacement in real time.

Description

Technical Field

[0001] This invention relates to the field of marine mechanical vibration testing, and in particular to a device and method for simulating the dynamic load environment of a ship propulsion shafting system in ice-covered areas. Background Technology

[0002] As the core power transmission component between the main engine and the propeller, the operating state of a ship's propulsion shafting directly affects its propulsion performance and navigation safety. In extreme marine environments such as ice-covered areas and frigid seas, ship propulsion shafting faces severe challenges from complex multi-physics coupling effects. On the one hand, when operating in an ice-water mixture, the shafting is subjected to non-uniform fluid impacts and instantaneous ice loads, easily inducing transverse-longitudinal-torsional coupled vibrations and impact loads. On the other hand, the low-temperature environment causes changes in the properties of shafting materials, makes sealing structures prone to failure, and causes changes in the clearance between bearings and journals, further exacerbating vibration and misalignment problems. These factors work together to make the dynamic behavior of the propulsion shafting in extreme environments exhibit highly nonlinear and time-varying characteristics, making it difficult for traditional theoretical models and simulation methods to accurately predict its response characteristics under actual operating conditions.

[0003] Currently, most testing devices used for ship propulsion shafting are designed based on conventional water conditions, making it difficult to realistically simulate the load characteristics and temperature effects of ice-water mixed environments. For example, patent document CN116773160A proposes a propeller shafting misalignment vibration testing device. Although this device can adjust the shaft alignment and perform multi-parameter measurements, it is mainly designed for conventional fluid environments and cannot simulate the low temperature and phase change effects brought about by ice-water media. Furthermore, while the full-scale shafting testing device disclosed in patent document CN106996871A can achieve multi-directional load loading, it still has significant shortcomings in simulating ice-water mixed environments, maintaining constant low-temperature conditions, and achieving complex misalignment dynamic testing of shafting. Similarly, the multi-parameter measurement device proposed in patent document CN118583482A integrates temperature control and vibration excitation functions, but its complex structure and limited applicability make it unable to provide customized simulations for the special operating conditions of ship propulsion shafting in ice-covered areas.

[0004] In summary, current technologies still lack a dedicated testing device capable of realistically simulating the complex dynamic loads experienced by the propulsion shafting of ships in ice-covered environments under mixed ice and water conditions, while also ensuring low-temperature stability, shafting adjustability, and simultaneous monitoring of multiple parameters. Therefore, there is an urgent need to develop a structurally sound, functionally integrated, and practically realistic simulation device and testing method for the dynamic load environment of propulsion shafting systems in ice-covered environments. This would fill the gap in testing methods in this field and provide reliable data support for the design optimization, condition monitoring, and safety assessment of propulsion systems for ships in ice-covered environments. Summary of the Invention

[0005] To address the problems existing in the prior art, this invention provides a dynamic load environment simulation device and method for propulsion shafting systems of ships in ice-covered areas. It can simulate the real load conditions of propulsion shafting systems of ships in ice-covered areas under mixed ice and water conditions. An ice-covered environment is created by using a constant zero-degree water tank, and a dynamic load test platform integrating a drive motor, sensors, and centering adjustment device is used to monitor key parameters of the shafting system in real time, such as torque, speed, vibration, and displacement. This provides an effective experimental means for studying the load characteristics and vibration response analysis of propulsion shafting systems of ships in ice-covered areas.

[0006] As a first aspect of the present invention, the present invention provides a dynamic load environment simulation device for the propulsion shafting of ships in ice-covered areas, comprising a dynamic load testing platform and an ice-water load environment simulation unit. The ice-water load environment simulation unit is used to simulate an ice-water mixed medium environment. The ice-water load environment simulation unit includes a constant zero-degree water tank for holding the ice-water mixture, a propeller shaft with one end extending into the constant zero-degree water tank, and a propeller test model installed at the end of the propeller shaft and immersed in the ice-water mixture. The dynamic load testing platform is connected to the other end of the propeller shaft, provides driving force for the propeller test model, and monitors the torque, speed, and vibration parameters of the propeller shaft during operation.

[0007] Optionally, a zero-degree water tank sealing body is provided at the opening on the side wall of the constant zero-degree water tank through which the propeller shaft passes.

[0008] Optionally, the constant zero-degree water tank sealing body includes a bushing seat fixedly installed on the side wall of the constant zero-degree water tank. Multiple main sealing rings are arranged axially in the shaft hole of the bushing seat, and independent sealing cavities are formed between adjacent main sealing rings. The bushing seat is provided with an oil / air port communicating with the sealing cavity.

[0009] Optionally, the dynamic load environment simulation device for the propulsion shafting of ships in ice-covered areas further includes a temperature regulation system for monitoring and controlling the temperature of the ice-water mixture in the constant zero-degree water tank. The temperature regulation system includes a temperature sensor, a refrigeration unit, a heating unit, and a temperature controller installed in the constant zero-degree water tank. The temperature controller controls the operation of the refrigeration unit or the heating unit based on the feedback signal from the temperature sensor.

[0010] Optionally, the dynamic load test platform includes a drive unit, as well as a shaft alignment adjustment device, a speed measuring device, a vibration measuring device, and a torque sensor disposed on the transmission path between the drive unit and the propeller shaft.

[0011] Optionally, the shaft alignment adjustment device includes at least one bearing housing that can be adjusted in multiple degrees of freedom. The bearing housing integrates a linear displacement adjustment mechanism and a deflection angle adjustment mechanism to enable the propeller shaft to generate a preset parallel offset and / or deflection angle.

[0012] Optionally, the dynamic load testing platform further includes a displacement sensor, the probe of which is non-contactly positioned near the shaft segment at the output end of the shaft alignment adjustment device, for measuring the radial displacement of the shaft.

[0013] Optionally, the torque sensor is a non-contact phase difference type dynamic torque sensor.

[0014] As a second aspect of the present invention, the present invention provides a method for simulating the dynamic load environment of the propulsion shafting system of ships in ice-covered areas, based on the dynamic load environment simulation device for the propulsion shafting system of ships in ice-covered areas described in the first aspect above, the method comprising the following steps: S1: Install the dynamic load environment simulation device for the propulsion shaft system of ships in ice zones, insert one end of the propeller shaft into a constant zero-degree water tank containing an ice-water mixture, and connect it to the propeller test model, and connect the other end of the propeller shaft to the dynamic load test platform. S2: Set the initial alignment state of the propeller shaft using the dynamic load test platform; S3: Control the dynamic load test platform to drive the propeller shaft and propeller test model to rotate in the ice-water mixture in the constant zero-degree water tank; S4: The torque, speed and vibration data of the propeller shaft during operation are collected in real time through the dynamic load test platform; S5: Based on the data collected in step S4, analyze the dynamic response characteristics of the propeller shaft under ice-water load environment.

[0015] Furthermore, in step S2, the initial alignment state includes a coaxial alignment state or an misalignment state with a preset parallel offset and / or deflection angle.

[0016] Compared with the prior art, the present invention discloses at least the following beneficial effects: This invention organically combines an ice-water load environment simulation unit with a dynamic load testing platform, enabling realistic and accurate simulation of complex dynamic load conditions of ship propulsion shafting in ice-covered environments under mixed ice and water conditions. The ice-water load environment simulation unit utilizes a constant-zero-degree water tank to create and maintain a stable ice-water mixed medium environment, allowing the propeller test model to operate under physical conditions close to actual seawater in ice-covered areas, thus effectively reproducing ice load impact and low-temperature effects. The dynamic load testing platform provides controllable power input for the experiment and integrates torque, speed, and vibration sensors to monitor key parameters of the shafting operation in real time, comprehensively acquiring dynamic response data of the shafting under simulated conditions. This integrated structure not only achieves high-fidelity simulation of the ice-covered environment and simultaneous and accurate measurement of multiple parameters, but also provides a reliable experimental foundation for in-depth understanding of the transverse-longitudinal-torsional coupling vibration laws, transient ice load mechanisms, and dynamic characteristics under complex conditions such as asymmetry in ship propulsion shafting in ice-covered areas. This significantly enhances the technical support capabilities for design optimization, condition assessment, and safety monitoring of ship propulsion systems in ice-covered areas. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the overall structure of the dynamic load environment simulation device for ship propulsion shafting in ice-covered areas according to the present invention; Figure 2 This is a schematic diagram of the ice-water load environment simulation unit in the device of the present invention; Figure 3 This is a schematic diagram of the dynamic load testing platform in the device of the present invention; Figure 4 This is a schematic diagram of the propeller test model in the device of the present invention; Figure 5 This is a schematic diagram of the structure of the constant zero-degree water tank sealing body in the device of the present invention; Figure 6 This is a schematic diagram of the control principle of the constant zero-degree water tank in the dynamic load environment simulation method of the propulsion shafting of ships in ice-covered areas according to the present invention.

[0019] Reference numerals: 1. Dynamic load test platform; 2. Propeller shaft; 3. Propeller test model; 4. Constant zero-degree water tank; 5. Constant zero-degree water tank sealing body; 51. Fastening bolt; 52. Sealing gland; 53. Main sealing ring; 54. Sealing ring; 55. Shaft sleeve seat; 101. Foundation platform; 102. Drive motor; 103. Coupling; 104. Reducer; 105. Torque sensor; 106. Speed ​​measuring device; 107. Vibration measuring device; 108. Propulsion shaft; 109. Shaft alignment adjustment device; 110. Displacement sensor; 111. Environmental simulation interface. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0022] Reference Figures 1 to 6 As shown, this embodiment of the invention provides a dynamic load environment simulation device for ship propulsion shafting in ice-covered areas. This device is used to realistically reproduce the complex dynamic loads and low-temperature environments experienced by ship propulsion shafting in ice-covered and frigid sea areas during operation in an ice-water mixture in a land-based laboratory environment. The device mainly consists of two parts: an ice-water load environment simulation unit and a dynamic load test platform 1. The ice-water load environment simulation unit is the core test environment component, including a constant-zero-degree water tank 4, a propeller shaft 2, and a propeller test model 3. The dynamic load test platform 1 integrates drive, adjustment, measurement, and control functions, providing power for the test, simulating operating conditions such as misalignment, and simultaneously collecting key operating parameters of the shafting.

[0023] In this embodiment, the core function of the ice-water load environment simulation unit is to simulate the real working environment of the propeller in a 0°C ice-water mixture and provide reliable sealing and temperature control for this environment.

[0024] Specifically, one end of the propeller shaft 2 is connected to the dynamic load test platform 1, and the other end extends into the constant zero-degree water tank 4. The propeller shaft 2 is usually made of high-strength alloy steel with anti-corrosion treatment. Its length and diameter can be designed and replaced according to the scale of the simulated real ship shafting to meet the needs of different scale test models.

[0025] The constant-temperature water tank 4 is a key component for creating and maintaining a 0°C ice-water mixed environment. The tank body is typically constructed from welded inner and outer layers of steel plates, with the interlayer filled with high-efficiency insulation materials such as polyurethane foam to reduce heat exchange with the outside environment and maintain a stable internal temperature. The tank body contains an ice-water mixture to simulate the physical state of seawater in ice-covered areas.

[0026] In one specific embodiment, the propeller test model 3 is securely connected to the end of the propeller shaft 2 via a flange or conical sleeve. This model is precisely scaled down based on the target ship's propeller according to geometric similarity principles. Its material can be stainless steel, aluminum alloy, or high-strength composite materials to ensure both mechanical similarity and good corrosion resistance. The propeller test model 3 is completely immersed in an ice-water mixture within a constant-zero-degree water tank 4. During rotation, it generates hydrodynamic loads (such as thrust and torque) similar to those of a real ship's propeller and simulates the transient impact loads when colliding with or cutting ice.

[0027] Based on the above embodiments, in order to ensure that the propeller shaft 2 can extend into the water tank without leakage of the cryogenic liquid inside the tank, a dedicated zero-degree water tank sealing body 5 is provided at the opening on the side wall of the zero-degree water tank 4.

[0028] like Figure 5 As shown, the constant zero-degree water tank sealing body 5 specifically includes: a bushing seat 55 fixedly installed on a perforated flange on the side wall of the water tank; the propeller shaft 2 passes through the shaft hole in the center of the bushing seat 55; and multiple main sealing rings 53 are sequentially installed axially within the shaft hole of the bushing seat 55, with independent sealing cavities formed between adjacent main sealing rings 53. Each sealing cavity can be connected to an external pressure source (such as an air pump or oil pump) through an oil / air port provided on the bushing seat 55, thereby filling the cavity with air or lubricating oil at a certain pressure. By adjusting this pressure, the pressure inside the sealing cavity can be made to be basically consistent with the hydrostatic pressure of the ice-water mixture outside the constant zero-degree water tank 4 (i.e., inside the water tank), thereby achieving pressure balance, significantly reducing the pressure difference acting on the lip of the main sealing ring 53, greatly improving sealing reliability and extending service life.

[0029] Furthermore, auxiliary sealing rings 54 are provided at both ends of the main sealing ring 53, and the outermost sealing assembly is pressed together by the sealing gland 52 and the fastening bolts 51. This multi-stage sealing structure with active pressure compensation function is particularly suitable for low-temperature media environments containing fine ice crystals, effectively solving the problem that traditional single lip seals or packing seals are prone to rapid wear and leakage due to dry friction and low-temperature embrittlement in ice and water environments.

[0030] Based on the above embodiments, in order to keep the medium temperature in the constant zero-degree water tank 4 constant at 0°C, a precision temperature control system is connected to the outside of the water tank.

[0031] like Figure 6 As shown, the temperature control system is a closed-loop control system, which mainly includes: a temperature sensor immersed in the ice-water mixture in the tank, a compressor refrigeration unit for cooling, an electric heater for heating, a circulation pump to promote fluid circulation in the tank to achieve uniform temperature, and a temperature controller integrating a PID control algorithm.

[0032] The temperature controller receives the medium temperature signal from the temperature sensor in real time and compares it with the set value (0℃). When the temperature is above 0℃, the controller activates the cooling unit; when the temperature is below 0℃, it activates the heating unit. Simultaneously, the circulating pump runs continuously to ensure uniform temperature throughout the water tank. Through the precise control of this temperature regulation system, the temperature of the ice-water mixture can be stably controlled within the range of 0℃ ± 0.5℃, thereby stably simulating the physical properties (such as density and viscosity) of seawater at its freezing point and the state of ice crystals, ensuring a consistent experimental environment.

[0033] In this embodiment, the dynamic load test platform 1 serves as the power drive, working condition simulation, and data acquisition center of the entire test device. Specifically, it includes a base platform 101, a drive motor 102, a coupling 103, a reducer 104, a torque sensor 105, a speed measuring device 106, a vibration measuring device 107, a propulsion shaft 108, a shaft alignment adjustment device 109, a displacement sensor 110, and an environmental simulation interface 111.

[0034] As the supporting foundation of the entire platform, the base platform 101 is usually welded from large channel steel or I-beams and undergoes aging treatment and precision machining to obtain extremely high rigidity and flatness, providing a stable and accurate installation reference for the entire shaft system.

[0035] The drive motor 102 serves as the power source, and its output shaft is connected to the input shaft of the reducer 104 via a coupling 103. The coupling 103 can compensate for minor installation errors and absorb some vibrations. The reducer 104 is used to match the hydrodynamic load characteristics of the propeller test model 3, converting the high-speed, low-torque output of the drive motor 102 into the low-speed, high-torque output required for the test.

[0036] The output end of the reducer 104 is connected in sequence to the torque sensor 105, the speed measuring device 106, the vibration measuring device 107, the shaft alignment adjustment device 109, and the environmental simulation interface 111 via the propulsion shaft 108. The power is finally transmitted to the propeller shaft 2 through the environmental simulation interface 111, driving the propeller test model 3 to rotate in the constant zero-degree water tank 4.

[0037] Based on the above basic structure, the drive motor 102 is preferably a servo motor or a vector control variable frequency motor. This type of motor can achieve precise, rapid, and stepless control of speed and torque, which is convenient for simulating the instantaneous load fluctuations and speed changes of a propeller when breaking ice or encountering ice impacts.

[0038] The torque sensor 105 is used to measure the torque transmitted by the shaft system in real time. In a preferred embodiment, the torque sensor 105 is a non-contact phase difference type dynamic torque sensor 105. Its rotor part is fixed to the propulsion shaft 108 by a key or expansion sleeve and rotates synchronously, while the stator part is fixed on an independent sensor support. This sensor has the advantages of high measurement accuracy, fast dynamic response, and no need for slip rings, and can accurately capture torque transients caused by ice load impact.

[0039] The speed measuring device 106 is used to synchronously monitor the rotational speed of the propulsion shaft 108. It can be a photoelectric encoder or a magnetoelectric speed sensor. The photoelectric encoder is usually directly mounted on the end of the propulsion shaft 108 and accurately calculates the speed by measuring the angular displacement pulses of the shaft rotation; the magnetoelectric speed sensor measures the speed by detecting the pulse signal generated when a gear or keyway mounted on the shaft passes through the sensor probe.

[0040] The vibration measurement device 107 is used to collect vibration signals from key parts of the shaft system. The vibration measurement device 107 typically includes multiple piezoelectric accelerometers, which are fixedly mounted at key measuring points such as the output bearing housing of the reducer 104, the bearing housing of the shaft alignment adjustment device 109, and the housing of the environmental simulation interface 111 by magnetic bases or adhesive, respectively measuring radial and axial vibration acceleration.

[0041] The shaft alignment adjustment device 109 is another key inventive aspect of this invention. Its core function is to accurately simulate and set various misalignment states that may occur in the actual installation and operation of the ship's propulsion shaft system, in order to study the impact of misalignment on the shaft system's vibration characteristics. This device typically includes two precision bearing housings that can be adjusted independently or in conjunction with each other for multiple degrees of freedom. Each bearing housing is mounted on the base platform 101 via a high-precision linear guide rail and integrates linear displacement adjustment mechanisms along the transverse and longitudinal directions, as well as a deflection angle adjustment mechanism around the vertical axis. The adjustment mechanisms can be implemented using a high-precision ball screw pair driven by a servo motor, or by a combination of a manual fine-tuning screw and a wedge block. Through computer or manual control of these adjustment mechanisms, the propeller shaft 2 and the propeller test model 3 can be precisely made to produce a preset parallel offset (simulating parallel misalignment), a preset deflection angle (simulating angular misalignment), or a combination of both relative to the axis of the propulsion shaft 108. This provides a crucial experimental means for studying the impact of different alignment states on the dynamic behavior of the shaft system under complex loads in ice-covered areas.

[0042] The displacement sensor 110 is used for non-contact measurement of the dynamic displacement of the propulsion shaft 108 during operation, particularly shaft center misalignment caused by external ice load impact or misalignment. In one specific embodiment, the displacement sensor 110 is an eddy current displacement sensor 110. The probe of this sensor is non-contactly positioned on the shaft segment between the shaft alignment adjustment device 109 and the environmental simulation interface 111, enabling high-precision measurement of radial displacement changes of the shaft center.

[0043] The environmental simulation interface 111 is used to connect the dynamic load test platform 1 and the ice water load environmental simulation unit. It is equipped with a coupling 103 and a sealing device to ensure power transmission while effectively isolating the low-temperature medium in the water tank to prevent leakage.

[0044] This invention also provides a method for simulating the dynamic load environment of a ship's propulsion shafting in ice-covered areas. Based on the dynamic load environment simulation device for a ship's propulsion shafting in ice-covered areas described in the above embodiments, the method includes the following steps: S1: Adjust the length and size of the propeller shaft 2 according to the test requirements, and adjust the position of the drive motor 102 transmission structure to complete the installation of the test structure, ensuring that all components are well aligned and avoiding looseness between bearings.

[0045] Specifically, step S1 includes the installation and initial preparation of the test apparatus: Based on the actual ship parameters of the target vessel's propulsion shafting, determine the scale ratio of the test, and accordingly process or select a propeller shaft 2 and a propeller test model 3 of appropriate dimensions. Install the propeller test model 3 onto the end of the propeller shaft 2. Install the various components of the dynamic load test platform 1 (drive motor 102, reducer 104, shaft alignment adjustment device 109, etc.) on the base platform 101 according to the transmission sequence, and ensure that all connecting components (coupling 103, propulsion shaft 108, etc.) are securely fastened. Connect one end of the propeller shaft 2 with the propeller test model 3 installed to the internal coupling 103 in the environmental simulation interface 111, and extend the other end through the zero-degree water tank seal 5 into the zero-degree water tank 4. Connect all sensors (torque sensor 105, speed measuring device 106, vibration measuring device 107, displacement sensor 110) to the data acquisition and analysis system.

[0046] S2: The required shaft alignment displacement parameters, such as parallel offset, deflection angle or combination thereof, are set by the shaft alignment adjustment device 109 to simulate various misalignment conditions that may occur in the actual ship propulsion shaft system.

[0047] Specifically, step S2 includes preset shaft alignment: Before the experiment begins, according to research requirements, the initial alignment state of the propeller shaft 2 relative to the propulsion shaft 108 is precisely set by operating the anisotropic adjustment mechanism on the shaft alignment adjustment device 109. For example, it can be set to an ideal coaxial alignment state as a reference, or it can be set to a preset parallel offset (e.g., 0.1mm, 0.2mm), deflection angle (e.g., 0.05°, 0.1°), or a composite misalignment state. After setting, the adjustment mechanism is locked, and the preset alignment parameters are recorded.

[0048] S3: Start the drive motor 102. Power is transmitted to the propeller shaft 2 through the coupling 103, reducer 104, propulsion shaft 108 and environmental simulation interface 111 in sequence, driving the propeller test model 3 to rotate in the ice-water mixture in the constant zero-degree water tank 4.

[0049] Specifically, step S3 includes establishing the ice-water environment and system initialization: Clean water is injected into the constant zero-degree water tank 4, and an appropriate amount of crushed ice is added to form an ice-water mixture. The temperature regulation system is activated, and the controller automatically controls the operation of the refrigeration and heating units based on feedback from the temperature sensor, while simultaneously running the circulation pump to rapidly reach and stably maintain the temperature in the water tank at 0℃±0.5℃. With the drive motor 102 not running, the data acquisition system is activated to record the initial zero-point signals of each measurement channel (torque, vibration, displacement), completing system zeroing.

[0050] S4: The temperature of the ice-water mixture in the constant zero-degree water tank 4 is kept constant at a set value (e.g., 0℃±0.5℃) by the temperature regulation system to simulate a stable low-temperature environment in the ice zone.

[0051] Specifically, step S4 includes startup and synchronous data acquisition: the drive motor 102 is started, and its control system makes it operate according to a preset speed curve (such as uniform speed, stepped speed increase, or variable speed operation simulating ice load impact). The power ultimately drives the propeller test model 3 to rotate in a 0°C ice-water mixture via the transmission chain. During this process, the data acquisition system synchronously and continuously acquires and records all dynamic signals from the torque sensor 105, speed measuring device 106, vibration measuring device 107, and displacement sensor 110. The zero-degree water tank seal 5 and the temperature control system ensure a stable test environment.

[0052] S5: The torque, speed, vibration and displacement data of the propulsion shaft 108 are monitored and collected in real time using torque sensor 105, speed measuring device 106, vibration measuring device 107 and displacement sensor 110.

[0053] S6: Based on the collected data, analyze the vibration response characteristics, shaft center trajectory changes and energy transfer laws of the propeller shaft system under different alignment states and ice water loads, providing data support for the design optimization, condition monitoring and safety assessment of ship propulsion systems in ice-covered areas.

[0054] In one specific embodiment, after completing tests of one alignment state and one operating condition, the speed and torque commands of the drive motor 102 can be changed, or the shaft alignment state can be changed by adjusting the shaft alignment adjustment device 109. Step S4 is repeated to conduct multiple sets of comparative tests. After the tests, the collected time-domain data are processed and analyzed to calculate characteristic parameters such as the vibration spectrum, shaft center trajectory, torque fluctuation rate, and critical speed of the shaft system. By comprehensively analyzing data under different ice-water environments, different alignment states, and different operating conditions, the dynamic response laws and interaction mechanisms of the propulsion shaft system of ships in ice-covered areas under transverse-longitudinal-torsional coupled vibration, transient ice load impact, and low-temperature environmental effects are revealed.

[0055] In summary, by integrating an ice-water load environment simulation unit with a dynamic load test platform 1, and combining high-precision temperature control, sealing technology, and a multi-parameter synchronous monitoring system, this invention can realistically and accurately simulate the working state of a ship's propulsion shaft system under complex dynamic loads and low-temperature environments in ice-covered areas, providing a reliable test platform and method for related research.

[0056] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this invention, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this invention.

[0057] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Various modifications and improvements made by those skilled in the art to the technical solutions of the present invention without departing from the spirit of the present invention should fall within the protection scope defined by the claims of the present invention.

Claims

1. A dynamic load environment simulation device for ship propulsion shafting in ice-covered areas, characterized in that, include: The ice-water load environment simulation unit is used to simulate the ice-water mixed medium environment. The ice-water load environment simulation unit includes a constant zero-degree water tank (4) for holding the ice-water mixture, a propeller shaft (2) with one end extending into the constant zero-degree water tank (4), and a propeller test model (3) installed at the end of the propeller shaft (2) and immersed in the ice-water mixture. The dynamic load test platform (1) is connected to the other end of the propeller shaft (2) to provide driving force for the propeller test model (3) and monitor the torque, speed and vibration parameters of the propeller shaft (2) during operation.

2. The dynamic load environment simulation device for propulsion shafting of ships in ice-covered areas according to claim 1, characterized in that, The zero-degree water tank (4) has a zero-degree water tank sealing body (5) at the opening on the side wall through which the propeller shaft (2) passes.

3. The dynamic load environment simulation device for propulsion shafting of ships in ice-covered areas according to claim 2, characterized in that, The constant zero-degree water tank sealing body (5) includes a bushing seat (55) fixedly installed on the side wall of the constant zero-degree water tank (4). Multiple main sealing rings (53) are arranged axially in the shaft hole of the bushing seat (55), and an independent sealing cavity is formed between adjacent main sealing rings (53). The bushing seat (55) is provided with an oil / air port that communicates with the sealing cavity.

4. The dynamic load environment simulation device for propulsion shafting of ships in ice-covered areas according to claim 1, characterized in that, It also includes a temperature control system for monitoring and controlling the temperature of the ice-water mixture in the constant zero-degree water tank (4). The temperature control system includes a temperature sensor, a refrigeration unit, a heating unit and a temperature controller installed in the constant zero-degree water tank (4). The temperature controller controls the refrigeration unit or the heating unit to work according to the feedback signal of the temperature sensor.

5. The dynamic load environment simulation device for propulsion shafting of ships in ice-covered areas according to claim 1, characterized in that, The dynamic load test platform (1) includes a drive unit, and a shaft alignment adjustment device (109), a speed measuring device (106), a vibration measuring device (107), and a torque sensor (105) arranged on the transmission path between the drive unit and the propeller shaft (2).

6. The dynamic load environment simulation device for propulsion shafting of ships in ice-covered areas according to claim 5, characterized in that, The shaft alignment adjustment device (109) includes at least one bearing housing that can be adjusted in multiple degrees of freedom. The bearing housing integrates a linear displacement adjustment mechanism and a deflection angle adjustment mechanism to make the propeller shaft (2) generate a preset parallel offset and / or deflection angle.

7. The dynamic load environment simulation device for propulsion shafting of ships in ice-covered areas according to claim 5, characterized in that, The dynamic load test platform (1) also includes a displacement sensor (110). The probe of the displacement sensor (110) is non-contactly positioned near the shaft segment at the output end of the shaft alignment adjustment device (109) to measure the radial displacement of the shaft.

8. The dynamic load environment simulation device for propulsion shafting of ships in ice-covered areas according to claim 5, characterized in that, The torque sensor (105) is a non-contact phase difference type dynamic torque sensor (105).

9. A method for simulating the dynamic load environment of a propulsion shafting system for ships in ice-covered areas, based on the dynamic load environment simulation device for a propulsion shafting system for ships in ice-covered areas as described in any one of claims 1 to 8, characterized in that, Includes the following steps: S1: Install the dynamic load environment simulation device for the propulsion shaft system of the ship in the ice zone, insert one end of the propeller shaft (2) into the constant zero-degree water tank (4) containing the ice-water mixture, and connect it to the propeller test model (3), and connect the other end of the propeller shaft (2) to the dynamic load test platform (1); S2: Set the initial alignment state of the propeller shaft (2) through the dynamic load test platform (1); S3: Control the dynamic load test platform (1) to drive the propeller shaft (2) and the propeller test model (3) to rotate in the ice-water mixture in the constant zero-degree water tank (4); S4: The torque, speed and vibration data of the propeller shaft (2) during operation are collected in real time through the dynamic load test platform (1); S5: Based on the data collected in step S4, analyze the dynamic response characteristics of the propeller shaft (2) under ice-water load environment.

10. The method for simulating the dynamic load environment of a ship's propulsion shafting in ice-covered areas according to claim 9, characterized in that, In step S2, the initial alignment state includes a coaxial alignment state or an misalignment state with a preset parallel offset and / or deflection angle.

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