Marine engine data acquisition system

Abstract

The utility model discloses a marine engine data acquisition system, which belongs to the technical field of data acquisition, and comprises an ECU data acquisition instrument and a tail shaft torque acquisition instrument, the acquisition frequencies of the ECU data acquisition instrument and the tail shaft torque acquisition instrument are consistent, the ECU data acquisition instrument is electrically connected with an ECU, a tail shaft connected with an engine is provided with a strain gauge, and the strain gauge is electrically connected with the tail shaft torque acquisition instrument. The tail shaft torque acquisition instrument is connected with the strain gauge, the ECU data acquisition instrument is in communication connection with the tail shaft torque acquisition instrument, the ECU data acquisition instrument comprises a clock unit and a storage unit, and the ECU data acquisition instrument can write acquired ECU data, torque data acquired by the tail shaft torque acquisition instrument and time of the clock unit into a file for storage. Data synchronization and time alignment are realized, the workload is reduced, and errors are reduced.

Description

Technical Field

[0001] This utility model belongs to the field of data acquisition technology, and specifically relates to a marine engine data acquisition system. Background Technology

[0002] To accurately analyze the operating status and fault analysis of marine engines, it is typically necessary to collect variables such as engine speed, torque, oil pressure, oil temperature, coolant temperature, and energization time. The torque of the electronically controlled engine (ECU) is derived from the relationship between the calibrated universal cycle fuel supply and the engine output torque, and the actual engine torque is calculated based on the actual cycle fuel supply.

[0003] However, for electronically controlled combined pump engines, the large fluctuations in injection pressure and the significant torque error of hydraulic dynamometers under low-speed, low-load conditions make it impossible for the test bench to accurately calibrate the cyclic fuel supply and torque. Therefore, the inferred torque also has a large error. Thus, the torque of electronically controlled combined pump engines is typically measured using strain gauges to collect the tail shaft torque, which is then converted into the engine torque through the gearbox's speed ratio and mechanical efficiency. This is a relatively accurate method.

[0004] However, the strain gauges used to collect tail shaft torque and the devices used to collect ECU data are two different devices, making it difficult to synchronize the collected data in time, which leads to inaccurate analysis of engine operation. The conventional approach to solve this problem is to collect ECU data and tail shaft data separately and then manually synchronize the data. However, this method is labor-intensive and prone to matching errors. Utility Model Content

[0005] The technical problem to be solved by this utility model is to provide a marine engine data acquisition system that can automatically synchronize and time-align the torque data acquired by strain gauges and the engine data acquired by the ECU, thereby reducing workload and minimizing errors.

[0006] To solve the above-mentioned technical problems, the technical solution of this utility model is as follows:

[0007] A marine engine data acquisition system includes an ECU data acquisition unit and a tail shaft torque acquisition unit. The ECU data acquisition unit and the tail shaft torque acquisition unit have the same acquisition frequency. The ECU data acquisition unit is electrically connected to the ECU. A strain gauge is installed on the tail shaft connected to the engine. The tail shaft torque acquisition unit is connected to the strain gauge. The ECU data acquisition unit is communicatively connected to the tail shaft torque acquisition unit. The ECU data acquisition unit includes a clock unit and a storage unit.

[0008] Furthermore, the ECU is connected to the ship's wiring harness via an ECU connection interface. The ship's wiring harness is equipped with an OBD connector, and the ECU data acquisition device communicates with the ECU via the OBD connector.

[0009] Furthermore, the ECU data acquisition device is wirelessly connected to the tail shaft torque acquisition device.

[0010] Furthermore, the ECU data acquisition device has a built-in wireless network card, and the ECU data acquisition device communicates with the tail shaft torque acquisition device via a hotspot.

[0011] Furthermore, both the ECU data acquisition device and the tail shaft torque acquisition device are equipped with signal indicator lights.

[0012] Furthermore, the data acquisition system also includes a computer, and the ECU data acquisition device is communicatively connected to the computer.

[0013] Furthermore, the ECU data acquisition device is equipped with a communication interface at its rear, which is connected to the computer via a data cable.

[0014] Furthermore, the communication interface is a TYPE-C interface.

[0015] After adopting the above technical solution, the beneficial effects of this utility model are:

[0016] In the marine engine data acquisition system disclosed in this utility model, since the ECU data acquisition instrument and the tail shaft torque acquisition instrument have the same acquisition frequency, the time axis of the data acquired by the two acquisition instruments can be synchronized. The ECU data acquisition instrument can merge the acquired ECU data and the torque data acquired by the tail shaft torque acquisition instrument into a single file, and write it into the file along with the time of the clock unit for storage. This achieves data synchronization and time alignment, eliminating the need for manual data synchronization, reducing the workload of staff, and minimizing the occurrence of errors.

[0017] In this invention, the ECU data acquisition device can import stored files into a computer for display or editing. During data acquisition, the acquisition frequency of the two acquisition devices can be adjusted via computer as needed to adapt to different engine models. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of the marine engine data acquisition system of this utility model;

[0019] In the diagram, 1-ECU, 2-ECU connection interface, 3-ship wiring harness, 4-OBD connector, 5-ECU data acquisition device, 6-computer, 7-tail shaft, 8-strain gauge, 9-tail shaft torque acquisition device. Detailed Implementation

[0020] The present invention will be further described below with reference to the accompanying drawings and embodiments. The preferred embodiments of the present invention are shown in the accompanying drawings. The purpose of the accompanying drawings is to supplement the description of the textual part of the specification with graphics, so that people can intuitively and vividly understand each technical feature and the overall technical solution of the present invention, but they should not be construed as limiting the scope of protection of the present invention.

[0021] like Figure 1 As shown, a marine engine data acquisition system includes an ECU data acquisition unit 5 and a tail shaft torque acquisition unit 9, with the acquisition frequencies of both being the same. The ECU data acquisition unit 5 is electrically connected to the ECU 1 and is used to acquire data from the ECU 1, such as engine speed, oil pressure, energizing time, and fuel supply volume. A strain gauge 8 is installed on the tail shaft 7, which is connected to the engine. The tail shaft torque acquisition unit 9 is connected to the strain gauge 8 and acquires the strain of the tail shaft 7 through the strain gauge 8, converting it into torque based on the physical relationship between strain and torque. The torque acquisition scheme itself is a mature solution, and its acquisition logic will not be elaborated here.

[0022] Specifically, ECU1 is connected to the ship's wiring harness 3 via ECU connection interface 2. The ship's wiring harness 3 is also equipped with an OBD connector 4, an instrument interface, and integrates other interfaces required by the engine, such as the engine throttle lever interface and the gearbox neutral switch interface. The ECU data acquisition device 5 communicates with ECU1 via OBD connector 4. Data from ECU1 is transmitted to the ECU data acquisition device 5 through ECU connection interface 2, ship's wiring harness 3, and OBD connector 4.

[0023] In this application, the ECU data acquisition unit 5 includes a clock unit and a storage unit. ECU1 and the ECU data acquisition unit 5 communicate via CAN messages. The ECU data acquisition unit 5 stores the acquired data from ECU1 in TXT format or other format files into the storage unit. Simultaneously, the ECU data acquisition unit 5 writes the clock time to this file. The ECU data acquisition unit 5 is communicatively connected to the tail shaft torque acquisition unit 9. The torque acquired by the tail shaft torque acquisition unit 9 is transmitted to the ECU data acquisition unit 5 and written to the aforementioned file, thus achieving data synchronization and time alignment.

[0024] The clock unit is a clock chip RTC, and the storage unit is an NVRAM memory.

[0025] Since the tail shaft torque acquisition device 9 rotates with the tail shaft 7, it will affect the signals inside, and the stored data cannot be transmitted to the computer 6. Therefore, the clock function and storage function can only be realized by the tail shaft torque acquisition device 9.

[0026] To enable the transmission of data collected by the tail shaft torque acquisition device 9, the ECU data acquisition device 5 and the tail shaft torque acquisition device 9 are connected wirelessly. The ECU data acquisition device 5 has a built-in wireless network card and communicates with the tail shaft torque acquisition device 9 via a hotspot. The communication protocol between the ECU data acquisition device 5 and the tail shaft torque acquisition device 9 is a handshake protocol, which automatically connects within a distance of 3 to 5 meters to perform communication, data transmission, and data writing.

[0027] Preferably, the ECU data acquisition unit 5 and the tail shaft torque acquisition unit 9 are each equipped with a signal indicator light. When the two acquisition units are successfully connected, the signal indicator lights of the two acquisition units are in a constantly lit state.

[0028] In a further preferred embodiment, the data acquisition system of this application also includes a computer 6. The ECU data acquisition unit 5 is connected to the computer 6 and can input the stored files into the computer 6. During data acquisition, it is necessary to make settings through the software of the computer 6, and the settings include, but are not limited to, adjusting the acquisition frequency.

[0029] Specifically, the ECU data acquisition unit 5 has a communication interface at its rear, which connects to the computer 6 via a data cable. The communication interface can be of various types, such as a Type-C interface or other types.

[0030] The marine engine data acquisition system of this invention acquires ECU data and tail shaft torque by using an ECU data acquisition instrument and a tail shaft torque acquisition instrument with the same acquisition frequency. The two acquisition instruments are connected in communication. The ECU data acquisition instrument has a built-in clock unit and storage unit, which can write the acquired ECU data, the torque data acquired by the tail shaft torque acquisition instrument and the time of the clock unit into a file for storage, thereby realizing data synchronization and time alignment.

[0031] In the description of this specification, unless otherwise expressly defined, the terms "setup", "installation", "connection", etc. should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this utility model in combination with the specific content of the technical solution.

[0032] While specific embodiments of this utility model have been described above, those skilled in the art should understand that the described embodiments are merely some, not all, embodiments of this utility model. These are merely illustrative examples, and the scope of protection of this utility model is defined by the claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of this utility model and without any inventive effort, but all such changes and modifications fall within the scope of protection of this utility model.

Claims

1. A marine engine data acquisition system, characterized in that, The device includes an ECU data acquisition unit and a tail shaft torque acquisition unit. The ECU data acquisition unit and the tail shaft torque acquisition unit have the same acquisition frequency. The ECU data acquisition unit is electrically connected to the ECU. A strain gauge is installed on the tail shaft connected to the engine. The tail shaft torque acquisition unit is connected to the strain gauge. The ECU data acquisition unit is communicatively connected to the tail shaft torque acquisition unit. The ECU data acquisition unit includes a clock unit and a storage unit.

2. The marine engine data acquisition system according to claim 1, characterized in that, The ECU is connected to the ship's wiring harness via an ECU connection interface. The ship's wiring harness is equipped with an OBD connector, and the ECU data acquisition device communicates with the ECU via the OBD connector.

3. The marine engine data acquisition system according to claim 1, characterized in that, The ECU data acquisition device is wirelessly connected to the tail shaft torque acquisition device.

4. The marine engine data acquisition system according to claim 3, characterized in that, The ECU data acquisition device has a built-in wireless network card and communicates with the tail shaft torque acquisition device via a hotspot.

5. The marine engine data acquisition system according to claim 3, characterized in that, The ECU data acquisition device and the tail shaft torque acquisition device are each equipped with a signal indicator light.

6. The marine engine data acquisition system according to any one of claims 1 to 5, characterized in that, The data acquisition system also includes a computer, and the ECU data acquisition device is communicatively connected to the computer.

7. The marine engine data acquisition system according to claim 6, characterized in that, The ECU data acquisition device is equipped with a communication interface at its rear, which is connected to the computer via a data cable.

8. The marine engine data acquisition system according to claim 7, characterized in that, The communication interface is a TYPE-C interface.

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