CN111301655A - Ship electric propulsion and control system and monitoring control and safety evaluation method thereof - Google Patents
Ship electric propulsion and control system and monitoring control and safety evaluation method thereof Download PDFInfo
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- CN111301655A CN111301655A CN202010190389.6A CN202010190389A CN111301655A CN 111301655 A CN111301655 A CN 111301655A CN 202010190389 A CN202010190389 A CN 202010190389A CN 111301655 A CN111301655 A CN 111301655A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/12—Use of propulsion power plant or units on vessels the vessels being motor-driven
- B63H21/17—Use of propulsion power plant or units on vessels the vessels being motor-driven by electric motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H21/00—Use of propulsion power plant or units on vessels
- B63H21/21—Control means for engine or transmission, specially adapted for use on marine vessels
- B63H2021/216—Control means for engine or transmission, specially adapted for use on marine vessels using electric control means
Abstract
The invention discloses a ship electric propulsion and control system, which adopts three layers of integration of local monitoring, in-ship monitoring and on-shore monitoring to monitor the electric energy quality of an electric propulsion system, can effectively prevent the condition that maintenance personnel cannot supervise the electric propulsion system in time due to the failure of single monitoring equipment, and greatly improves the safety of ship navigation. The electric propulsion system adopts four-level redundancy arrangement, including power distribution system redundancy, propulsion power source redundancy and propulsion equipment redundancy, so that the operation of the ship can be maintained to the maximum extent under serious faults of the ship, and the running safety of the ship is ensured from the equipment level. The method also discloses a monitoring control and safety evaluation method of the system.
Description
Technical Field
The invention relates to the field of marine engineering equipment, in particular to a monitoring control and safety evaluation method for a ship electric propulsion device.
Background
The traditional electric propulsion device of the ship adopts a method that a diesel engine is connected with a gear box to drive a propeller, the driving method causes difficult shafting arrangement and higher requirement on manual operation, and each stage of transmission of a mechanical structure can cause certain energy loss and has higher energy consumption. In the thesis "ship dc networking electric propulsion technology development advantage", it is pointed out that a topology structure of an electric power system of a ship driven by an electric propulsion device is generally complex, electronic components are various, and it is difficult to ensure the electric energy quality of each component of the electric power system, so that the stability of the whole electric propulsion device is also difficult to ensure. However, none of the existing patents, such as patents CN201621326228.0, CN201720775017.3, and CN201621326217.2, have a monitoring system for the electrically propelled ship, and therefore, the operation status of the electrically propelled ship cannot be detected and the safety of the ship navigation cannot be estimated in time, and the risk resistance is poor, so that the operation requirement of the ship under complicated sea conditions is difficult to meet. In addition, most of the current electric energy quality monitoring objects of ship electric propulsion devices are to place detection equipment at important electronic components and set alarm equipment (thesis "development of on-line monitoring and diagnosis system of ship electric propulsion device"), which has certain intellectualization, but lacks technical measures for pre-judging and controlling equipment or line faults in advance, and only needs to be checked and maintained by maintenance personnel afterwards, so that the maintenance work is very tedious and time-consuming.
In the thesis "design of electric energy quality monitoring system for electric propulsion ship based on internet of things technology", a set of electric energy quality monitoring system is designed aiming at key parameters required by industry standards, such as voltage and frequency, waveform and distortion, three-phase voltage imbalance and the like, but other fault sources of an electric power system are not taken into consideration, and meanwhile, a fault control strategy influencing the safety of the electric power system is not involved.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: a safe-to-use electric propulsion and control system for a ship is provided.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows: the ship electric propulsion and control system comprises an electric propulsion device, a detection device, a transmission device and a monitoring device, wherein the detection device comprises detection equipment and a main controller for controlling the electric propulsion device and transmitting information to the monitoring device;
the electric propulsion device comprises a port electric propulsion unit and a starboard electric propulsion unit, the two sets of electric propulsion units are communicated through a direct current bus, a power electronic switch is arranged between the two electric propulsion units on the direct current bus, each electric propulsion unit comprises an energy supply mechanism, a propulsion mechanism and a load mechanism, the energy supply mechanism is connected with the direct current bus, the energy supply mechanism comprises an energy supply cable connected with the direct current bus, a fuse, two energy supply rectifiers arranged in parallel, a circuit breaker, a first diesel generator set, a second diesel generator set and a third diesel generator set which are arranged in a dual-purpose one-standby mode are sequentially arranged on the energy supply cable, and the detection equipment comprises a direct current voltage sensor for detecting the output voltage of the rectifiers in the electric propulsion units and a rotating speed sensor for detecting the rotating speeds of the three sets of diesel generators; the detection device also comprises a direct current voltage sensor for detecting the supply voltage of the direct current bus in the propulsion mechanism, an alternating current voltage sensor for detecting the output voltage of the inverter, an alternating current sensor for detecting the output current of the inverter and a rotating speed sensor for detecting the rotating speed of the propeller; the daily load mechanism comprises a load cable connected with a direct current bus, the load cable is sequentially provided with a fuse, two inverters arranged in parallel, a circuit breaker and a daily load, and the detection equipment further comprises a direct current voltage sensor for detecting the supply voltage of the direct current bus, an alternating current voltage sensor for detecting the output voltage of the inverters and an alternating current sensor for detecting the output current of the inverters;
the detection equipment transmits each detection data in the electric propulsion device to the main controller, and the main controller comprises a main control computer and display equipment;
the monitoring device comprises an in-ship monitoring device and a remote monitoring device positioned on the shore; the transmission device comprises an in-ship transmission device for transmitting data with the in-ship monitoring device and a remote transmission device for transmitting all data detected by the detection device to a database on the shore, the in-ship transmission device is connected with the detection device through optical fibers, the switches and the wireless router are connected in series through the optical fibers to jointly form an in-ship information transmission local area network, the information detected by the detection device is transmitted to an in-ship terminal of the monitoring device, an upper computer in an in-ship monitoring center displays relevant detection results in real time, and the monitoring device further comprises mobile equipment for directly and wirelessly acquiring relevant data of the upper computer through the router.
Preferably, the remote transmission means comprises a marine satellite and a microwave transmission means.
Preferably, the electric propulsion unit further comprises a multicoloured warning light.
The beneficial effect of this system is:
1. the electric energy quality of the electric propulsion device is monitored by integrating three layers of local monitoring, in-ship monitoring and on-shore monitoring, the situation that maintenance personnel cannot monitor the electric propulsion device in time due to the fact that a single monitoring device fails can be effectively prevented, and the safety of ship navigation is greatly improved.
2. The power distribution system is redundant, the whole power distribution system comprises three generator sets, and the generator sets adopt a dual-purpose one-standby mode; (2) the electric propulsion devices are redundant and adopt two sets of independent propeller systems (port and starboard); (3) the propulsion power source is redundant, and the electric propulsion device adopts two power sources of a diesel engine and a motor; (4) the electric propulsion device is redundant in equipment, and the core equipment frequency converters of the electric propulsion device are of double-redundancy structures. The redundancy of the four layers passively ensures that the whole ship has extremely strong redundancy and running safety, and the normal operation of the ship can be maintained to the maximum extent even under the most severe fault condition.
The other technical problem to be solved by the invention is as follows: a monitoring control and safety evaluation method of the ship electric propulsion and control system is provided.
In order to solve the technical problems, the technical scheme adopted by the invention is as follows: a monitoring control and safety evaluation method for a ship electric propulsion and control system comprises the following processes:
step 1-1, the fault occurrence frequency F is specifically divided into the following standards:
(6) never occurs: setting the equipment and line to be level 1 when the probability of the equipment and line faults is lower than 5%;
(7) it has occurred that: the probability of the equipment and the line having faults is more than 5 percent and less than 15 percent, and the grade is set as 2 grade;
(8) it is rare to happen: the probability of the equipment and the line having faults is more than 15 percent and less than 30 percent, and the grade is set as 3 grade;
(9) occasionally, it happens that: the probability of equipment and line faults is more than 30 percent and less than 50 percent, and the grade is set as 4 grade;
(10) frequent occurrence: the probability of equipment and line faults is more than 50%, and the grade is set as 5;
step 1-2, the specific division standard of the fault occurrence result influence degree C is as follows:
(6) there is no effect: after the fault occurs, the whole electric propulsion device is basically not influenced, and corresponding parameters can be automatically adjusted through the main control machine, so that the whole electric propulsion device can be quickly and stably recovered, and the set level is 1 level;
(7) has a slight influence: after the fault occurs, the whole electric propulsion device is basically not influenced, corresponding parameters can be automatically adjusted through the main control computer, monitoring personnel need to go to the site in time to confirm the maintenance again, and the set level is 2;
(8) certain influence: after a fault occurs, the whole electric propulsion device cannot normally operate, can normally operate only after a redundant device (standby device) is started through a main control computer, needs to be maintained by a monitoring person in time, and is set to be in a grade 3;
(9) the obvious influence is as follows: after a fault occurs, the whole electric propulsion device cannot normally operate, redundant equipment needs to be started through a main control computer, the running speed of a ship needs to be reduced, monitoring personnel need to replace the equipment in time, and the set level is 4;
(10) significant effects: after a fault occurs, the whole electric propulsion device cannot normally operate, redundant equipment is not available for replacement, the ship can only greatly reduce the running speed, and needs to be maintained in shore as soon as possible, and the set level is 5;
step 1-3, formulating a risk matrix: respectively formulating a risk matrix table for the horizontal item and the vertical item according to the fault occurrence consequence influence degree C and the fault occurrence frequency F set in the step 1-1 and the step 1-2: dividing a risk value R obtained by the product of the effect influence degree C and the fault occurrence frequency F into four levels after the fault occurs;
(5) low risk level L: the risk value R is less than or equal to 4, and at the moment, the main control machine can automatically adjust the rule to avoid the risk;
(6) intermediate risk level M: the risk value R is between 5 and 10, and the risk avoidance can be completed by starting the redundant equipment;
(7) high risk class H which must be noted and avoided as much as possible: the risk value R is between 11 and 19, at the moment, the electric propulsion device cannot normally operate, and the running speed of the ship is greatly reduced;
(8) very high risk levels VH that must be strictly avoided: the risk value R is more than or equal to 20, and the ship cannot run;
step 1-4, determining the specific fault hazard degree: respectively determining the specific damage degree of each device and line of the electric propulsion device according to the standards set in the step 1-1 and the step 1-2;
the step 2 of judging the fault type includes the following steps:
step 2-1, inputting monitoring system parameters: real-time actual parameters P of each key device and line measured by the detection deviceijInputting the fault type i set into a master control machine set S, wherein the fault type i set is { e (equipment), l (line) }, and the fault sequence number j set is {1, 2, 3.. n } which represents the sequence number of the equipment or line preset number which actually has a fault;
step 2-2, parameter comparison: according to the preset threshold value in the main control computer of the monitoring system
Set Y of (2) and a deviation threshold
D, calculating deviation values of the respective devices or lines
Then each actual deltaijInput into the set T in the master controller, compare it if
The electric propulsion device operates normally if there is a deviation in T
Indicating a possible failure of the electric propulsion device;
step 2-3, judging the fault type: deviation value delta from exceeding DijThe master controller determines that it is deltaejOr is deltaijDetermining whether the electric propulsion device is equipment-faulted or line-faulted;
step 4-1, calling the fault hazard degree: the main control computer calls the fault hazard degree of each device and line set in the step 1-4, including the fault occurrence frequency
And the severity of the consequences that may result after a fault has occurred
Wherein x is 1, 2, 3, 4, 5, and the size of x represents different occurrence frequencies and hazard degree grades, and is also a specific occurrence frequency and hazard degree value;
step 4-2, calculating a fault risk value; calculating the risk values of equipment and line faults and the risk value of the electric propulsion device equipment according to different fault types determined in the step 2
Risk value of electric propulsion device line
Thus the risk value of the whole electric propulsion device
4-3, evaluating the risk level of the fault: according to the risk value R of the electric propulsion device obtained in the step 4-2, the main control computer carries out downward remainder and rounding on the electric propulsion device to obtain a risk value int (R) for evaluating the risk level, the risk value int (R) is compared with the risk matrix, and whether the risk level of the electric propulsion device is L, M, H or VH at the moment is determined;
The method has the beneficial effects that:
the risk grade of the ship is divided into four levels of low risk L, medium risk M, high risk H and high risk VH by adopting a risk grade mode, the risk grade of the ship operation face can be estimated by monitoring equipment and circuit operation parameters of the ship electric propulsion device in real time through a monitoring system, maintenance personnel can maintain the ship in time conveniently, the ship is prevented from getting in the bud, and the safety of ship driving is ensured.
Drawings
FIG. 1 is a block diagram of a vessel monitoring system of the present invention.
FIG. 2 is a schematic view of the electric propulsion system of the ship of the present invention
Fig. 3 is a flow chart of the fault prediction measure of the present invention.
FIG. 4 is a risk assessment matrix of the present invention.
In fig. 1-2: 1-electric propulsion device, 2-detection device, 3-transmission device, 4-monitoring device;
101-first diesel generator set, 102-second diesel generator set, 103-third diesel generator set, 104-generator circuit breaker, 105-first generator rectifier, 106-second generator rectifier, 107-generator fuse, 108-direct current bus, 109-electric propulsion device fuse, 110-first electric propulsion device inverter, 111-second electric propulsion device inverter, 112-electric propulsion device circuit breaker, 113-diesel engine, 114-motor, 115-propulsion propeller, 116-daily load fuse, 117-first daily load inverter, 118-second daily load inverter, 119-daily load circuit breaker, 120-daily load, 121-power electronic switch, 122-warning light;
201-detection device, 20101-generator speed sensor, 20102-first direct voltage sensor, 20103-second direct voltage sensor, 20104-first alternating voltage sensor, 20105-first alternating current sensor, 20106-propeller speed sensor, 20107-third direct voltage sensor, 20108-first alternating voltage sensor, 20109-second alternating current sensor; 202-main controller, 20201-display device, 20202-main controller;
301-in-ship transmission equipment, 30101-optical fiber, 30102-switch, 30103-router, 302-remote transmission equipment, 30201-maritime satellite network, 30202-microwave transmission equipment;
401-in-ship monitoring device, 40101-mobile equipment, 40102-upper computer, 402-remote monitoring device, 40201-database, 40202-computer;
Detailed Description
Specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.
As shown in fig. 1-2, the electric propulsion and control system for a ship comprises an electric propulsion device 1, a detection device 2, a transmission device 3 and a monitoring device 4, wherein the detection device 2 comprises a detection device 201 and a main controller 202 for controlling the electric propulsion device 1 and transmitting information to the monitoring device 4;
the electric propulsion device 1 comprises a port electric propulsion unit and a starboard electric propulsion unit, the two sets of electric propulsion units are communicated through a direct current bus 108, an electric electronic switch 121 is arranged between the two electric propulsion units on the direct current bus 108, the electric propulsion units comprise an energy supply mechanism, a propulsion mechanism and a load mechanism which are connected with the direct current bus 108, the energy supply mechanism comprises an energy supply cable connected with the direct current bus 108, a fuse 107, two energy supply rectifiers 105 and 106 which are arranged in parallel, a circuit breaker 104, a first diesel generator set 101, a second diesel generator set 102 and a third diesel generator set 103 which are arranged in a dual-purpose mode are sequentially arranged on the energy supply cable, the detection device 201 comprises a direct voltage sensor 20102 detecting the output voltage of the rectifiers 105, 106 in the electric propulsion unit and a rotation speed sensor 20101 detecting the rotation speed of the three groups of diesel generators; the propulsion mechanism comprises a propulsion cable connected with a direct current bus 108, a fuse 109, two inverters 110 and 111 arranged in parallel, a breaker 112, a diesel engine 113 and a motor 114 arranged in parallel and a propulsion propeller 115 are sequentially arranged on the propulsion cable, and the detection device 201 further comprises a direct current voltage sensor 20103 for detecting the supply voltage of the direct current bus in the propulsion mechanism, an alternating current voltage sensor 20104 for detecting the output voltages of the inverters 110 and 111, an alternating current sensor 20105 for detecting the output currents of the inverters 110 and 111 and a rotating speed sensor 20106 for detecting the rotating speed of the propeller 115; the domestic load mechanism comprises a load cable connected with the direct current bus 108, a fuse 116, two inverters 117 and 118 arranged in parallel, a breaker 119 and a domestic load 120 are sequentially arranged on the load cable, and the detection device 201 further comprises a direct current voltage sensor 20107 for detecting the supply voltage of the direct current bus 108, an alternating current voltage sensor 20108 for detecting the output voltages of the inverters 117 and 118 and an alternating current sensor 20109 for detecting the output currents of the inverters 117 and 118; the electric propulsion unit further comprises a multicoloured warning light 122.
The detection device 201 transmits each detection data in the electric propulsion apparatus 1 to the main controller 202, and the main controller 202 includes a main controller 20202 and a display device 20201;
the monitoring device 4 includes an in-ship monitoring device 401 and a remote monitoring device 402 located on the shore; the transmission device 3 comprises an inboard transmission device 301 for transmitting data with the inboard monitoring device 401 and a remote transmission device 302 for transmitting all data detected by the detection device 2 to a database 40201 located onshore, wherein the remote transmission device 302 comprises a maritime satellite 30201 and a microwave transmission device 30202.
The in-ship transmission device 301 is connected with the detection device 2 through the optical fiber 30101, the optical fiber 30101 connects the switch 30102 and the wireless router 30103 in series to form a local area network for in-ship information transmission together, the information detected by the detection device 2 is transmitted to the in-ship terminal of the monitoring device 4, the upper computer 40102 located in the in-ship monitoring center displays the relevant detection result in real time, and the monitoring device 4 further comprises the mobile device 40101 which directly and wirelessly obtains the relevant data of the upper computer 40102 through the router 30103.
In order to facilitate understanding of the method for assessing the operational safety of an electric propulsion device according to the invention, the analysis method according to the invention is verified.
And 2, judging the fault type. For simplicity of explanation, it is assumed here that the diesel engine fails and that some of the domestic loads 120 (lamps) are short-circuited. Assuming that the diesel engine 113 outputs a rated rotational speed
Rated deviation value
A certain daily load 120 rated current is
Rated deviation value
And 2-1, inputting monitoring parameters. The main control computer 20202 receives the actual rotating speed P transmitted from the propeller sensor 20106e32000rmp, the second ac current sensor 20102 detects a current of
And 2-2, comparing parameters. At this time, the actual deviation value delta between the equipment and the line is calculatede3＝200rmp, Δl1When the deviation values are all not in the rated deviation value set, the comparison shows that the deviation values are not 0.17A
Therefore, the main control computer 20202 determines that the electric propulsion device is faulty at this time;
and 2-3, judging the fault type. The main control machine 20202 performs control according to the abnormal deviation value deltae3And Δl1And judging that the equipment and the line of the electric propulsion device are likely to be in failure at the moment.
And 3, calculating the weight. According to the above calculation formula, the weight coefficient Q of the diesel engine 113 is obtainede31.11, DC bus 108 weight factor Ql1＝1.94。
And 4, calculating a fault risk value.
And 4-1, calling the fault hazard degree. According to the default value of step 1 in this case, the damage degrees of the failure occurrence frequency result of the diesel engine 113 can be obtained as
The failure occurrence frequency of the 120 lamps of the daily load results in the degree of harm
Step 4-2, calculating faultsA risk value. At this point in time the equipment risk value
Line risk value
The overall electric propulsion device risk value is 4.44+ 5.82-10.26.
And 4-3, evaluating the fault risk level. The risk value is left and rounded to int (r) ═ 10 downwards, as can be seen from the risk matrix in fig. 4, the risk level at this time is M, which belongs to a controllable risk, the main control computer 20202 can automatically determine and execute the solution, and meanwhile, a yellow warning is reported to the maintenance personnel of the monitoring device 4, and the maintenance personnel need to enter the cabin of the electric propulsion device for maintenance.
And 5, providing a fault handling scheme. The diesel engine 113 of the electric propulsion device may be rotating at a higher speed due to a loss of pressure of the lubricant, but the weight factor Qe3When the value is 1.11, which indicates that the diesel engine 113 may be about to fail, the main control computer 20202 may temporarily start the electric motor 114 to drive the propeller instead of the diesel engine 113, so as to maintain the sailing speed of the ship, and meanwhile, maintenance personnel on the ship need to maintain the diesel engine in time; the current of the 120 lamp of the daily load is larger, and the weight coefficient Ql1When 1.94 is large, it can basically be judged that the lamp is short-circuited, the main control computer 20202 disconnects the daily load circuit breaker 119 connected with the lamp, and informs the monitoring device 4 that the corresponding lamp needs to be replaced.
The above-mentioned embodiments are merely illustrative of the principles and effects of the present invention, and some embodiments may be used, not restrictive; it should be noted that, for those skilled in the art, various changes and modifications can be made without departing from the inventive concept of the present invention, and these changes and modifications belong to the protection scope of the present invention.
Claims (4)
1. An electric propulsion and control system for a marine vessel, comprising: the system comprises an electric propulsion device, a detection device, a transmission device and a monitoring device, wherein the detection device comprises detection equipment and a main controller for controlling the electric propulsion device and transmitting information to the monitoring device;
the electric propulsion device comprises a port electric propulsion unit and a starboard electric propulsion unit, the two sets of electric propulsion units are communicated through a direct current bus, a power electronic switch is arranged between the two electric propulsion units on the direct current bus, each electric propulsion unit comprises an energy supply mechanism, a propulsion mechanism and a load mechanism, the energy supply mechanism is connected with the direct current bus, the energy supply mechanism comprises an energy supply cable connected with the direct current bus, a fuse, two energy supply rectifiers which are arranged in parallel and redundant with each other, a circuit breaker, a first diesel generator set, a second diesel generator set and a third diesel generator set which are arranged in a dual-purpose one-standby mode are sequentially arranged on the energy supply cable, and the detection equipment comprises a direct current voltage sensor for detecting the output voltage of the rectifiers in the electric propulsion units and a rotating speed sensor for detecting the rotating speeds of the; the detection device also comprises a direct current voltage sensor for detecting the supply voltage of the direct current bus in the propulsion mechanism, an alternating current voltage sensor for detecting the output voltage of the inverter, an alternating current sensor for detecting the output current of the inverter and a rotating speed sensor for detecting the rotating speed of the propeller; the daily load mechanism comprises a load cable connected with a direct current bus, the load cable is sequentially provided with a fuse, two inverters which are arranged in parallel and are redundant with each other, a circuit breaker and a daily load, and the detection equipment further comprises a direct current voltage sensor for detecting the supply voltage of the direct current bus, an alternating current voltage sensor for detecting the output voltage of the inverters and an alternating current sensor for detecting the output current of the inverters;
the detection equipment transmits each detection data in the electric propulsion device to the main controller, and the main controller comprises a main control computer and display equipment;
the monitoring device comprises an in-ship monitoring device and a remote monitoring device positioned on the shore; the transmission device comprises an in-ship transmission device for transmitting data with the in-ship monitoring device and a remote transmission device for sending all data detected by the detection device to a database on the shore, the in-ship transmission device is connected with the detection device through optical fibers, the optical fibers connect the switch and the wireless router in series to form an in-ship information transmission local area network, the information detected by the detection device is transmitted to an in-ship terminal of the monitoring device, an upper computer in an in-ship monitoring center displays related detection results in real time, and the monitoring device further comprises a mobile device for directly wirelessly acquiring related data of the upper computer through the router.
2. Marine vessel electric propulsion and control system according to claim 1, characterized in that: the remote transmission device comprises a maritime satellite and a microwave transmission device.
3. Marine vessel electric propulsion and control system according to claim 1, characterized in that: the electric propulsion unit further comprises a multicolour warning light.
4. A supervisory control and safety evaluation method for a marine vessel electric propulsion and control system according to claim 3, the process of which is as follows:
step 1, setting the damage degree of the fault;
step 2, judging the fault type of the electric propulsion device;
step 3, determining the weight of the fault;
step 4, evaluating the risk level of the fault;
step 5, providing a coping scheme of the fault;
step 1, setting a hazard level, including dividing a frequency F of occurrence of each device and line and an influence level C of a result after occurrence of a fault, and specifically operating as follows:
step 1-1, the fault occurrence frequency F is specifically divided into the following standards:
(1) never occurs: the probability of equipment and line failure is lower than 5%, and the equipment and line failure is set as level 1;
(2) it has occurred that: the probability of the equipment and the line having faults is more than 5 percent and less than 15 percent, and the grade is set as 2 grade;
(3) it is rare to happen: the probability of the equipment and the line having faults is more than 15 percent and less than 30 percent, and the grade is set as 3 grade;
(4) occasionally, it happens that: the probability of equipment and line faults is more than 30 percent and less than 50 percent, and the grade is set as 4 grade;
(5) frequent occurrence: the probability of equipment and line faults is more than 50%, and the grade is set as 5;
step 1-2, the specific division standard of the fault occurrence result influence degree C is as follows:
(1) there is no effect: after the fault occurs, the whole electric propulsion device is basically not influenced, and corresponding parameters can be automatically adjusted through the main control computer, so that the whole electric propulsion device can be quickly and stably recovered, and the set level is 1 level;
(2) has a slight influence: after the fault occurs, the whole electric propulsion device is basically not influenced, corresponding parameters can be automatically adjusted through the main control computer, monitoring personnel need to go to the site in time to confirm the maintenance again, and the set level is 2;
(3) certain influence: after a fault occurs, the whole electric propulsion device cannot normally operate, can normally operate only after a redundant device (standby device) is started through a main control computer, needs to be maintained by monitoring personnel in time, and is set to be in a grade 3;
(4) the obvious influence is as follows: after a fault occurs, the whole electric propulsion device cannot normally operate, redundant equipment needs to be started through a main control computer, the running speed of a ship needs to be reduced, monitoring personnel needs to replace the equipment in time, and the set level is 4;
(5) significant effects: after a fault occurs, the whole electric propulsion device cannot normally operate, redundant equipment is not available for replacement, the ship can only greatly reduce the running speed, and needs to be maintained in shore as soon as possible, and the set level is 5;
step 1-3, formulating a risk matrix: respectively formulating a risk matrix table for the horizontal item and the vertical item according to the fault occurrence consequence influence degree C and the fault occurrence frequency F set in the step 1-1 and the step 1-2: dividing a risk value R obtained by the product of the fault occurrence consequence influence degree C and the fault occurrence frequency F into four grades;
(1) low risk level L: the risk value R is less than or equal to 4, and the main control machine can automatically adjust and avoid risks at the moment;
(2) intermediate risk level M: the risk value R is between 5 and 10, and the risk avoidance can be completed by starting the redundant equipment;
(3) high risk class H which must be noted and avoided as much as possible: the risk value R is between 11 and 19, at the moment, the electric propulsion device cannot normally operate, and the running speed of the ship is greatly reduced;
(4) very high risk levels VH that must be strictly avoided: the risk value R is more than or equal to 20, and the ship cannot run;
step 1-4, determining the specific fault hazard degree: respectively determining the specific damage degree of each device and line of the electric propulsion device according to the standards set in the step 1-1 and the step 1-2;
the step 2 of judging the fault type includes the following steps:
step 2-1, inputting monitoring system parameters, namely real-time actual parameters P of each key device and line measured by the detection deviceijInputting the fault type i set into a master control machine set S, wherein the fault type i set is { e (equipment), l (line) }, and the fault sequence number j set is {1, 2, 3.. n } which represents the sequence number of the equipment or line preset number which actually has a fault;
step 2-2, parameter comparison is carried out according to a threshold value preset in a main control computer of the monitoring system
Set Y of (2) and a deviation threshold
D, calculating deviation values of the respective devices or lines
Then each actual delta is calculatedijIn the set T input into the master, pairIt is compared if
The electric propulsion device operates normally if there is a deviation in T
Indicating a possible failure of the electric propulsion device;
step 2-3, judging the fault type: deviation value delta from exceeding DijThe master controller determines that it is deltaejOr is deltaljDetermining whether the electric propulsion device is equipment-faulted or line-faulted;
step 3, determining the fault weight: since the detected values of the individual devices and lines of the electric propulsion apparatus may deviate from the nominal values, but this does not necessarily lead to the failure of the electric propulsion apparatus, a weighting system is set for the failed devices and lines. The calculation method is as follows: according to the data monitored by the monitoring device, the main control computer calculates the weight coefficient Q of each device and lineijThe calculation formula is
The weight coefficient is between 1 and 1.5, which indicates that the equipment or the line is abnormal but not necessarily has a fault, and the redundant equipment is temporarily started and maintained in time; if the weight coefficient is larger than 1.5, the equipment or the line has a fault, and the redundant equipment needs to be maintained or started in time;
step 4, calculating the fault risk value, and the specific operation steps are as follows:
step 4-1, calling the fault hazard degree: the main control computer calls the fault hazard degree of each device and line set in the step 1-4, including the fault occurrence frequency
And the severity of the consequences that may result after a failure has occurred
Wherein x is 1, 2, 3, 4, 5, and the size of x represents different occurrence frequencies and hazard degree grades, and is also a specific occurrence frequency and hazard degree value;
step 4-2, calculating a fault risk value; calculating the risk values of equipment and line faults and the risk value of the electric propulsion device equipment according to different fault types determined in the step 2
Risk value of electric propulsion device line
Thus the risk value of the whole electric propulsion device
4-3, evaluating the risk level of the fault: according to the risk value R of the electric propulsion device obtained in the step 4-2, the main control computer carries out downward remainder and rounding on the electric propulsion device to obtain a risk value int (R) for evaluating the risk level, the risk value int (R) is compared with the risk matrix, and whether the risk level of the electric propulsion device is L, M, H or VH at the moment is determined;
step 5, providing information and prompt of a fault coping scheme; and (4) the main control computer sends real-time evaluation results and detection data of specific equipment and lines to the monitoring device according to the risk grade analysis result in the step (4), sends corresponding operation instructions to the monitored electric propulsion device, simultaneously lights flashing lights with different colors according to different risk grades by a warning light of the electric propulsion device, and the monitoring personnel on the ship adopt different coping schemes according to different risk grades.
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