FI123312B - IMPROVED STORAGE MONITORING IN A LARGE TWO-STOCK DIESEL ENGINE - Google Patents

Description

IMPROVED BEARING CONTROL OF BEARINGS

ON THE 2-DIESEL DIESEL ENGINE

TECHNICAL FIELD This invention relates to an apparatus and method for measuring bearing wear in a large 2-stroke diesel engine.

Technology background

Large 2-stroke diesel engine body bearings, connecting rod lower end bearings, and cross-member bearings have a lower and upper bearing sheath defining a lapping-10 bearing surface supporting the respective connecting rod bearing neck. The bearings have a steel back with a layer of bearing metal on the surface. The bearing metal is typically a tin-aluminum alloy or a white metal alloy in a thickness of about 1.5 to 2mm.

Despite great care in the production and operation of these engines, there is a low failure rate. Since most of the large 2-stroke diesel engines are on board ocean-going vessels, engine failure is by no means desired due to a defective bearing.

In addition, the cost of bearing maintenance can be high, causing, for example, a re-grinding of the crankshaft, which can lead to a substantial increase in engine downtime.

20 In order to prevent this from happening, the classification societies require inspections every four to five years, depending on the classification society, during which the bearings are dismantled and inspected.

These inspections are quite cumbersome and require the disassembly and assembly of the bearings. This process carries a substantial risk of assembly error, i.e., an error occurs during maintenance.

cm In order to avoid the need for inspections, it has been proposed in the prior art to monitor bearing wear by measuring its play.

US2007 / 0017280 describes measuring the position of a crosshead guide shoe using two sensors per cylinder. This enables the detection of wear in the frame bearings, the lower link end bearings and the cross-end bearings, and also to determine whether the wear is in the frame bearings or the lower link end bearings and the cross-end bearings. These S measurements are used to determine whether wear may or may not lead to failure and whether a failure is expected soon.

C \ 1 35 As stated above, the consequences of a failure can be bad and an effective and accurate way of detecting bearing wear is most necessary.

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BRIEF SUMMARY OF THE INVENTION Against this background, it would be advantageous to provide an apparatus and method that improves the efficiency and accuracy of prior art systems by providing a method and apparatus designed to calibrate and / or interpret the chemistry of the sensor lu-5 in an improved manner.

The primary purpose of monitoring bearing wear is to detect bearing damage before it develops to such an extent that heat causes damage to parts other than bearing surfaces. The parts that could be affected are the crosshead, the connecting rod bearing neck, the bearing bearing connecting rod bearing neck on the main shaft 10, or the bearing housing due to deformation. Such damage is usually the result of wear on the bearing surface and contact between the shaft and the steel inner surface of the bearing shell.

It should be noted that while the following description is directed to engine speed compensation, the tutorial is also applicable to propeller pitch 15 and load compensation. These are examples of engine operating states that affect, by way of example, the lower dead center (BDC) of a moving part of the engine, such as the crosshead or the control shoe.

The embodiments disclosed provide a device for monitoring cross-head bearing, connecting rod lower end bearing and body bearing wear in a large 2-20 star diesel engine, the device comprising at least two sensors arranged and configured to measure in the cylinder a cross head or steering shoe lower point relative to the engine configured to: receive a signal from each sensor, compensate for each signal depending on engine operating state, determine a deviation to adjust factors affecting the sensor signal, determine if a threshold has been exceeded, and, if so, to report that the threshold has been exceeded.

In one embodiment, the engine operating mode is engine speed.

In one embodiment, the engine operating mode is the pitch of the propeller.

In one embodiment, the engine operating state is the motor load.

a> By defining a sensor signal deviation, the controller is able to x adapt to external factors that affect more than one sensor

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and could otherwise be interpreted as a change in BCD level.

B*.

Aspects of the disclosed embodiments are also directed to a method of implementing a device? 35 having a controller arranged to execute instructions stored in a physical data storage, the method being for controlling the wear of the grease bearing, connecting rod lower bearing and body bearing in a large 2-stroke diesel engine two sensors, wherein the sensors are arranged and configured to measure the droplet or guide shoe dead center in the cylinder relative to the engine fixed point, the method comprising: receiving a signal from each sensor, compensating for each signal depending on engine condition; threshold exceeded and, if so, to report the threshold being exceeded.

Aspects of the invention also relate to providing a device for monitoring wear of the engine crosshead bearing, connecting rod lower end bearing and housing bearing in a large 2-stroke diesel engine, the device comprising at least two sensors configured to measure the crosshead or guide shoe dead center a controller adapted to: receive a signal from each sensor, compensate for each signal depending on the engine operating condition, determine whether the threshold has been exceeded and, if so, 15, to report a threshold being exceeded, and wherein the controller is further configured to dynamically change the threshold according to current engine operating mode.

Aspects of the disclosed embodiments are also directed to a method of implementing a device having a controller configured to execute instructions stored in a physical data medium, the method for controlling wear of a crosshead bearing, connecting rod lower bearing and body bearing on a large 2-stroke diesel engine is arranged and configured to measure the cylinder dead end dead center (BDC) relative to the engine fixed point, the method comprising: receiving a signal dependent on the engine operating state of each sensor, compensating each signal according to the engine operating state if a threshold is exceeded; and wherein the method further comprises varying the dynamics of the threshold value according to the operating state of the motor, aspects of the embodiments are also related to a device for controlling wear of the engine's cross-head bearing, connecting rod lower bearing and body bearing in a large 2-stroke diesel engine, the device comprising at least x two sensors, the sensors being arranged and configured to measure

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the lower dead end of the droplet or guide shoe in the cylinder relative to the 35 points of the engine attached, the sensors being arranged so that each cylinder has two sensors, one at the front end and one at the rear, device 5 further includes a controller adapted to:

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a signal to compensate for each signal, depending on engine condition, to determine if the threshold is exceeded, if so, to report a 40 threshold exceedance, and wherein the controller is further configured to: determine that the bearing has worn by combining the first cylinder front sensor signal at the second cylinder and / or determine that the bearing has been worn by combining the first cylinder front end sensor signal with the same cylinder rear sensor signal, combining the two of these sensor signals and comparing the result to said threshold level.

Aspects of the disclosed embodiments are also directed to a method of implementing a device having a controller configured to execute instructions stored in physical knowledge, the method for controlling the wear of a crosshead bearing, connecting rod lower bearing and body bearing in a large 2-stroke diesel engine; arranged and configured to measure in the cylinder a crosshead or guide shoe dead center relative to a fixed point of the engine, the method comprising: receiving a signal from each of the sensors, compensating for each signal according to the engine operating condition; and determining if a threshold is exceeded; wherein the method further comprises determining whether the bearing is expense or in critical condition by combining the first s a first cylinder end sensor signal to a second cylinder rear end signal, and / or determining that the bearing is in cost or in critical condition by combining the first cylinder front end sensor signal with the same cylinder rear end signal and combining the two signals and comparing the result of two identifier signals with said threshold.

Aspects of the disclosed embodiments are also directed to a device for monitoring the wear of the crank head laurel, connecting rod lower end bearing and main bearing in a large 2-stroke diesel engine, the device comprising at least two sensors configured and configured to measure wherein the device further includes a controller configured to: receive a signal from each of the sensors, compensate each signal according to engine operating mode, determine if the threshold is exceeded, if so, request to report a threshold override, and wherein the controller is further adapted:

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detect a rapid change in the BDC level by comparing the received tag signals with the average of the signal values calculated from the preceding period.

Aspects of the disclosed embodiments are also directed to a device for controlling the wear of a cross-head swivel, a connecting rod lower end bearing, and a main bearing on 5 large 2-stroke diesel engines, the device comprising at least two

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a sensor, wherein the sensors are arranged and configured to measure in the cylinder a crosshead or guide shoe dead center relative to the engine fixed point 40, the device further including a controller configured to: receive a signal from each sensor, compensate each signal according to engine status; , to report a threshold override, and wherein the controller is further adapted to: detect a rapid change in the dead center by updating the sensor reference level 5 and updating the sensor reference values and determining whether the reference value exceeds the rapid change threshold.

Aspects of the disclosed embodiments are also directed to a method of controlling the wear of the crosshead bearing, connecting rod lower bearing and housing bearing in a large 2-stroke diesel engine, the device comprising at least two sensors being configured and configured to measure the crosshead or further includes a controller configured to: receive a signal from each detector, compensate for each signal according to engine status, determine if a threshold is exceeded, if so, to report a threshold override, and wherein the controller is further adapted to: indicate a rapid change in the detector's current reference level and determining the reference value and determining whether the reference value exceeds the rapid change threshold.

Aspects of the disclosed embodiments are also directed to a method of implementing it on a device having a controller configured to execute instructions stored on a physical data medium, the method for controlling wear of a crosshead bearing, connecting rod lower bearing and body bearing on a large 2-stroke the sensors are arranged and configured in a measure-25 cylinder to cross the dead end of the crosshead or guide shoe relative to the fixed point of the engine, the method comprising: receiving a signal from each sensor, compensating for each signal according to the engine operating condition, determining whether a threshold is exceeded; and wherein the method further comprises detecting a rapid change in BDC level ° 30 by comparing the measured detector values with ^ to the average value of the cavity.

Aspects of the disclosed embodiments are also directed to a device for controlling the wear of the cross-bearing, the lower end of the connecting rod and the bearing of the frame bearing.

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in a large 2-stroke diesel engine, the device comprising at least two sensors 35, wherein the sensors are arranged and configured to measure in the cylinder S a crosshead or a lower point of the guide shoe relative to a fixed point on the engine;

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a signal from each sensor to compensate each signal according to the engine operating state, to determine if the threshold is exceeded, if so, to provide a threshold overrun notification, and wherein the controller is further adapted to generate an engine speed compensation table during machine running learning the first number The detector values relative to the second number of speed points during machine operation and when the first number of samples have been received for the speed-5 point are determined by averaging the sample values received for this speed point.

Aspects of the disclosed embodiments are also directed to a method for use in a device having a controller adapted to execute instructions stored in physical know-how, the method for controlling wear of a crosshead bearing, lower link bearing and body bearing on a large 2-stroke diesel engine; arranged and configured to measure at the cylinder a crosshead or guide shoe dead center relative to a fixed point of the engine, the method comprising: receiving a signal from each sensor, compensating each signal according to the engine operating state, determining if a threshold is exceeded, and additionally, during the learning phase, generating an engine operating compensation table while the machine is running by sampling the first lock; The number of detector values relative to the second number of speed points 20 while the machine is running and when the first number of samples have been received for the speed point is determined by averaging the sample values received for this speed point.

Aspects of the disclosed embodiments are also directed to a device for controlling the wear of the crosshead bearing, connecting rod lower bearing and housing bearing in a 25 large 2-stroke diesel engine comprising at least two sensors, the sensors being configured and configured to measure controller configured to: cvj receive a signal from each sensor, compensate for each sig- nal 30 signals according to engine operating condition, determine if a threshold value is exceeded ^ and, if so, report a threshold violation, and wherein the controller ro is further adapted to adjust the changed or adjusted sensor comm -

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compensating for the signal value according to a mode compensation look-up table, by recalculating the offset of the adjusted or exchanged identifier over a period of time and shifting the offset of that identifier according to the calculated average offset.

Aspects of the disclosed embodiments are also directed to

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stable in a device having a controller configured to execute instructions stored in a physical data medium, the method for controlling wear of 40 cross-head bearings, connecting rod lower bearings and body bearings on a large 2-stroke diesel engine, the device comprising at least two sensors, the cylinder dead center point of the crosshead or guide shoe relative to the fixed point of the engine, the method comprising: receiving a signal from each of the sensors, compensating for each signal according to the engine operating state, determining whether a threshold has been exceeded and reporting a threshold override; or re-adjusting the tuned sensor by compensating the signal value according to a mode compensation look-up table the average of the transition for a tuned or changed sensor over a period of time and shifting the reference values of the active sensor in accordance with the calculated average transition.

Aspects of the disclosed embodiments are also directed to a device for controlling the wear of the crosshead bearing, connecting rod lower bearing and housing bearing in 15 large 2-stroke diesel engines comprising at least two sensors, the sensors being configured and configured to measure the cylinder head a controller configured to: receive a signal from each sensor, compensate each sig-20 signal according to engine status, determine if a threshold has been exceeded, and, if so, report a threshold override, and wherein the controller is further adapted to generate trend curves to indicate whether wear has occurred over time.

Aspects of the disclosed embodiments are also directed to a method of implementing an apparatus in a device having a controller arranged to execute instructions stored on a physical data medium, the method being controlling wear of a crosshead bearing, connecting rod lower bearing and body bearing in a large 2-stroke diesel engine; wherein the tuning sensors are configured to measure in the cylinder a dead end of the crosshead or guide shoe relative to the fixed point of the engine, the method comprising: receiving a signal from each sensor, compensating for each signal according to the engine operating state;

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can be exceeded and, if so, to report that the threshold has been exceeded, and where the £ method is additionally consumed: generating trend curves to indicate whether there has been an expiration in the time period.

Aspects of the disclosed embodiments are also directed to an engine having any of the aforementioned devices.

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Aspects of the disclosed embodiments are also directed to an ocean-going ship with an engine as described above.

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Aspects of the disclosed embodiments are also directed to a computer readable data medium having at least program code for monitoring the wear of the bearings of a large 2-star diesel engine, said computer readable data medium containing software code for implementing any one or more of the above methods.

Other objects, features, advantages and features of the device, method and computer readable data storage device of the invention will be apparent from the following detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS 10 In the following detailed description, the invention will be explained in more detail with reference to the accompanying drawings, in which: Figure 1 is a schematic view of an engine according to one embodiment, Figure 2 is a schematic diagram of a bearing; Fig. 4 is a flowchart illustrating a method according to an embodiment; Fig. 5 is a flowchart illustrating a method according to an embodiment; Fig. 6 is a diagram illustrating a curve according to an embodiment of the invention; curve, Fig. 8 is a flow diagram illustrating a method according to an embodiment of the invention, Fig. 9 is a flow diagram illustrating a method according to an embodiment of the invention, and Fig. 10 is a diagram illustrating an embodiment of smash 30 curves.

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DETAILED DESCRIPTION OF THE INVENTION

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In the following detailed description of the invention, the apparatus, method, and software product of the invention will be described in a large 2-star diesel engine. However, it should be noted that although this specification describes only a 2-star diesel engine, the teachings of the invention can be applied to any engine such as 4-stroke engines, 2-star petroleum engines and small 2-star diesel engines.

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Fig. 1 is a cross-sectional view of the engine 100. The engine has a crankshaft having a crankshaft bearing neck 110 and one or more connecting rod bearing necks 120 to which each crosshead 130 engages.

Each cylinder has at least three bearings, a main bearing 140 (not shown in Figure 1 but shown by a dashed line), a crank bearing 150, and a crosshead bearing 160.

Two sensors 170 (only one is shown) are placed on each cylinder. In this embodiment, one sensor 170 is positioned behind the crosshead 130 and one sensor 170 is positioned in front of the crosshead. The sensors 170 are disposed at a distance between the cross-end 130 of the ground 10 and the fixed point. Alternatively, the sensors are arranged to measure the distance between the point fixed to the crosshead and the fixed point.

Alternatively, the sensors are arranged to measure the distance to the guide shoe 135.

1, the sensor is placed on the motor body 100 and measures the distance to the reflective plate 175 which is attached to the guide shoe 135. It should be noted that there are various alternatives to the sensor used and the distance it measures.

In a preferred embodiment, the detector 170 is positioned on the motor body to generate the most reliable readings because the detector remains stationary.

In one embodiment, the sensor plate 175 is disposed at the crosshead to provide readability with less variation due to angular movement of the guide shoe 135.

In one embodiment, the sensors are positioned to determine the level of the dead center point on a structure on the engine (e.g., a guide shoe as described above but other structures are possible) that is attached to or moves with the crosshead, thereby determining indirect reading of the lower dead end for the crosshead. Thus, measuring the level of the lower dead center for such a structure enables the deviations and changes in the lower dead center cross point to be determined.

ζΖ 30 Alternatively, the sensors 170 may be disposed in different ways and may even be located at positions that are not aligned with the axis. However, it is advantageous to

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aligns them parallel to the axis. The sensors are also preferably disposed axially at a distance from and in the direction of the shaft, since it allows to determine that the wear is in the bearing bearing 140.

The sensors are thus configured to provide a measurement of the lowest point level, i.e. the lower dead center point of the crosshead 130 during one revolution of the motor 100.

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As will be apparent to one skilled in the art, there are a number of options for implementing the detector 170, such as an optical proximity sensor or a capacitance proximity sensor.

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Figure 2 illustrates the general structure of a bearing 200 having a bearing wall 220 of a hard metal such as a steel core 210 and a softer material such as white metal or tin aluminum.

The inner liner thickness is usually in the order of 1.0-1.5 mm and the sensors 5 are designed to measure distance or level repeatedly with an accuracy of +/- 0.001 mm.

A controller is coupled to the sensors 170 and is adapted to receive measurements from the sensors 170 and process them to measure bearing wear. The wear measurement is based on the fact that any other change in bearing thickness 220 of the bearing portion 220 of one of these bearings 140, 150, 160 (due to wear or seizure) results in a corresponding change in the level of BDC of one or more crossheads 130 . In the event of wear on the lower end of the connecting rod 150 or the crosshead bearing 160, the BDC level of the cylinder in question changes, whereas in the case of the wear of the base bearing 140, the BDC levels of the sensor 170 in one cylinder change.

The signal from the detectors 170 contains some noise which affects the accuracy of the detector reading.

Another factor affecting the accuracy of the sensor signals is that the BDC level of the control head or crosshead varies slightly due to minor irregularities in the engine parameters such as ignition pressure, etc.

Yet another factor affecting the accuracy of the sensor signals is engine speed, i.e. engine speed of 100 rpm.

Another factor affecting the accuracy of the sensor signals is the pitch of the propeller.

Another factor affecting the accuracy of the sensor signals is the motor load. An example of this is the cargo carried by the ship.

oj These are all examples of engine operating modes, and it should be noted that although the following description is intended to compensate for engine speed «i, the instruction can be applied to other operating modes, either

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or more.

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Other factors such as deformation of the hull due to the height of the hull and engine temperature may have a slight effect on the BDC S 35 level as well as variations in the manufacturing process of various engine components.

o Factors such as scattering of bearing signals can also affect the measured BDC levels.

11 The method and apparatus described herein are adapted to take into account the above and other factors and provide a reliable measurement of wear on motor bearings.

Figure 3 illustrates the general principle of the embodiment methods described herein.

In a first step 310, the controller receives the signals of the sensors 170. The signals are then processed 320 to compensate for various factors, and the results evaluated 330, after which it is determined whether or not a wear warning should be given.

Many factors affect the wear of the motor bearings during use. What-10 li engine malfunctions It is important to isolate the source for breakage. In the case of bearing wear, it is important to understand the cause of the increased bearing wear, as a new replacement bearing is most likely to wear out prematurely.

As previously known and mentioned above, the use of two sensors in the Kus-15 tab cylinder allows the operator to distinguish the position of the bearing being worn. After first identifying which bearing to replace with a replacement bearing, engineers know immediately where to open the engine and do not have to work extra hard to determine which bearing is worn. However, as discovered by the inventors of this patent application, additional information can be extracted from these sensor readings, which is also useful in identifying the cause of (increased) wear and enables the engineer to eliminate the problem and prevent increased wear on the replacement bearing.

The additional information may also be used to determine situations where several or all sensors are affected without any damage being visible.

As shown below, the extracted information can also be used to prevent bearing wear by providing an early warning of wear, enabling operators to correct the cause of wear before the la-cvi wheel is worn out, thereby preventing engine damage and consequent engine downtime. .

ζΖ 30 The device and method of this presentation are thus very advantageous because they make it possible to identify the cause of increased wear, it is possible to predict

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and do this without additional sensors.

* The system can therefore be easily integrated with existing motors with two sensors installed simply by connecting an upgraded container 35 Scooter or possibly upgrading an existing controller.

o The most significant effect on the BDC level is the motor speed and the signal received from the sensor (s) must be compensated for the motor speed or when the motor speed increases the BDC level decreases and the wear monitoring incorrectly indicates that the bearings are worn.

12 The BDC plane can have variations of more than 0.3 mm depending on the engine speed used and the size of the engine. Compensation for this effect is therefore necessary. Because the effect is unique to each machine configuration and depends on the axis line lay-out and orientation, etc., compensation must be made for each of the 5 sensors individually in each hardware configuration.

The signal value is compensated for the motor speed using a lookup table having BDC levels for each sensor over a wide speed range. In one embodiment, the controller is configured to compensate for speed using a lookup table containing normal or average signal values 10 as a function of engine speed or rpm (reference values).

Normal values can change significantly with little change in engine speed.

In one embodiment, the lookup table has a resolution that corresponds to dividing the nominal speed range of the engine into sub-areas, which are then referred to as ter-15 speed point.

In one embodiment, the speed range corresponds to a range of 0% to 120% of the rated motor speed.

In one embodiment, the speed range corresponds to a range of 20% to 110% of the rated motor speed.

In one embodiment, a range of less than 20% of the rated motor speed is ignored when monitoring bearing wear.

In one embodiment, the controller is configured to take into account whether the motor is reversing or not.

Because of the speed compensation, the measurement taken into consideration by the controller is not the actual BDC level but the average BDC level at the current motor speed. This makes it possible to detect abnormal or unexpected BDC level changes due to bearing wear.

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g Therefore, the signal processing from the sensor should be based on the compensated value of the signal. In one embodiment, the controller is configured to determine the compensated signal value by subtracting a reference value from the received cS signal value: ^ Scomp - SN Sref

In one embodiment, the controller is arranged to filter the sensor value

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In one embodiment, the values provided by the detector 170 are filtered by a low pass filter to minimize the effect of noise.

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In one embodiment, there is a simple filter, whereby the moving average is updated for each sensor, i.e., once for each engine revolution. In one embodiment, the filter is expressed as follows: new filtered value = old filtered value * (1-x) + value * x 5 The value x affects how quickly the controller responds to changes. A high x value causes the controller to be very sensitive to changes and hence noise, while a low x value produces a slow response to the actual event. In one embodiment, x is 0.05.

Some factors affect all sensors together and signals from the affected sensors may be misinterpreted.

One such factor is the changed engine temperature.

To differentiate between such changes and the change due to increased bearing wear, a deviation is calculated for each sensor value.

In one embodiment, the controller is configured to calculate the deviation of the sensor 15 signal relative to other sensor values by subtracting the average of the other signals from the individual signal.

The deviation of the sensor (d (S,)) for the sensor 5 (S5) out of the total set of eight sensors Si ... S8 (corresponding to a four-cylinder engine) can be expressed as: 20 d (S5) = S5— (Si + S2 + S3 + S4 + Se + S7 + S8) / 7

Another factor is the longitudinal shear stress, which has deformed the motor body and is sometimes caused by the thrust of the motor. In some cases, this deformation causes the front and rear ends of the cylinder to be displaced relative to one another.

Through routine monitoring and examination of the motor during operation and careful analysis of the observations, it has been concluded that the variation of the two sensors is such that the signal values are often in reverse phase. This will cause the signal value of the second sensor to increase as the signal value of the second sensor decreases, and vice versa. This is hereinafter referred to as the cylinder misalignment.

In one embodiment, the controller is configured to eliminate this variation by assigning an average hour to two sensors in one cylinder.

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£ denominator value and comparing it with the average of other cylinder sensors.

Is-Cylinder offset (d (cyl)) for cylinder 3 (cyl3) out of four cylinders with S having a total of 8 sensors Si ... S8 can be expressed as: ^ 35 d (cyl3) = (S5 + Se) / 2 - (Si + S2 + S8 + S4 + S74 · S8) / 6

Deviation of both cylinder and sensor reduces the effect of signal scattering. However, the cylinder offset is more effective in reducing signal scattering.

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Calculating the cylinder offset is therefore useful to reduce signal scattering.

Cylinder offsets are less sensitive in situations where only one sensor registers a bearing failure because the registered change can be halved in the offset calculation.

Therefore, it is advantageous to calculate the deflection of both the cylinder and the sensor, which allows reliable detection of bearing damage.

In one embodiment, the controller is configured to calculate both cylinder and sensor offset.

10 One example of a situation where more than one sensor is affected is when one or more bearings are damaged. It can be the result of a common corrosive process that destroys several or all bearings. This situation may be the result of contaminated oil or a mistake in oil lubrication.

Such a situation is not easily discernible in the cylinder and sensor misalignment, since the effect is lost by the averaging process for calculating them.

However, it is possible to detect a situation from the compensated value of the motor speed that is made for each signal.

In one embodiment, the controller is configured to calculate cylinder offset, sensor offset, and motor speed compensated signal value.

In one embodiment of the above, the controller is therefore configured to extract information from the signal values, taking into account several factors that affect the reliability of the sensor readings.

The controller of the device described herein is thus capable of providing reliable readings for monitoring the wear of the motor bearings.

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^ In one embodiment, the controller is configured to evaluate readings and ™ determine whether or not damage is imminent, v 30 In one embodiment, the controller is configured to compare current cS readings with an average from a cylinder or bearing over time. In one embodiment, the controller is configured to determine whether its

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the difference between its reading and the long-term average is greater than the threshold value and, if so, to activate the early warning function. In one embodiment, the early warning limit is +/- 0.25 mm.

° If the early warning limit is exceeded, this is a sign that the state of the bearing being monitored is changing.

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In one embodiment, the controller is configured to store an early warning in a log file.

In one embodiment, the controller is configured to receive input to reset the early warning function.

5 When the bearing condition has just been observed to start to change, the engine is in no danger for several hours and it is therefore possible to reset the early warning function and continue operating the engine.

In one embodiment, the controller is configured to compare current readings from a cylinder or bearing to an alarm threshold. If such a threshold is exceeded, the controller is configured to activate the alarm.

An alarm is a sign that the bearing that caused the alarm is about to run out or is nearing the end of its life and needs to be examined.

In one embodiment, the alarm threshold value for the detector value is +/- 0.5 mm.

In one embodiment, the alert threshold for detector offset is +/- 0.4 mm.

In one embodiment, the alarm threshold for cylinder offset is +/- 0.3 mm.

In one embodiment, the controller is configured to store the alarm message in a log file.

If a major change is detected, a request is made to decrease the engine speed. Because engine speed has the greatest impact on bearing load and wear, it is sometimes possible to slow down or prevent machine failure caused by damaged bearings by slowing down engine running. In severe cases, the engine must be stopped completely to prevent breakage.

In one embodiment, the controller is configured to compare the current cylinder or bearing reading to the deceleration threshold. If such a

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^ nys overrun controller configured to allow request to slow down. In one embodiment, the deceleration threshold for the sensor value is +/- 0.7 mm. In one embodiment, the retardation threshold for detector offset is +/- 0.5 mm.

00 cvj In one embodiment, the controller is configured to automatically decelerate the motor speed after such a deceleration request.

Q_ ^ In one embodiment, the controller is automatically configured to stop the engine after such a retard request ^ 35 In one embodiment, the controller is configured to store the retard 00 request in a log file.

Figure 4 generally illustrates a method for monitoring bearing wear in accordance with the invention.

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In one embodiment, the controller is configured to perform the steps of Figure 4 simultaneously for all sensors.

In one embodiment, the controller is configured to perform the steps of Figure 4 on a single cylinder. In one such embodiment, the already existing cylinder has one controller. The controller is configured to receive signal values from controllers of other cylinders.

In the first step 410, the controller receives a value or signal SN. In one embodiment, the controller is configured to calculate a compensation value by subtracting a reference value from 420 received signals: 1 0 Scomp - Sn “Sref

In one embodiment, the controller is further configured to use a 430 filter to reduce noise from the received signal.

In one embodiment, the controller is configured to calculate a sensor offset d (SsenSor): 15 d (Ssensor) = SSensor - average of the other sensor

In one embodiment, the controller is also configured to calculate a cylinder offset d (cylinder): d (cylinder) = (Scyiinder, fore + ScyNnder, afi) / 2 - average of other detectors. In Figure 4, both deviations are calculated in step 440.

In one embodiment, the controller is configured to determine whether the alarm threshold 450 is exceeded for the detector value and, if so, to activate the 460 alarm.

In one embodiment, the controller is configured to determine whether the alarm threshold 450 is exceeded for the sensor offset and if so to activate the 460 alarm.

In one embodiment, the controller is configured to determine whether the alarm threshold of 25,450 for cylinder offset is exceeded and if so to activate the 460 alarm.

cv In Figure 4, all determinations relating to the alarm limits in step 450 are performed.

o cv If the controller determines that an alarm needs to be activated, it is further configured to i store the 460 alarm in a log file.

i g] In one embodiment, the controller is configured to determine whether the deceleration limit 30 for the detector offset is exceeded 480 and, if so, to activate the deceleration process 490.

In one embodiment, the controller is configured to return to step 410 to receive a new signal value.

In one embodiment, the controller is configured to perform steps 410-35,440 at each engine revolution.

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In one embodiment, the controller is configured to perform steps 450-490 at each revolution.

In one embodiment, the controller is configured to perform steps 450-490 intermittently. In one embodiment, the cycle is in the range of 1 to 50 turns. In one embodiment, the cycle is in the range of 10 to 30 turns. In one embodiment, the cycle has a range of 30 turns. This is indicated by the dotted line in Figure 4.

In one embodiment, the controller is configured to recalculate for each sensor an average of signal values every 50 hours for each of the no-10 points. This allows the system to adapt and react to changes in engine structure.

In one embodiment, the controller is configured to determine if any of the motor speed reference values have changed by more than the updated threshold when comparing to the first valid compensation value obtained, and if so, to activate an alarm. In one embodiment, the update threshold is 0.2 mm.

In one embodiment, the controller is configured to dynamically change at least one of the thresholds according to the current state of the engine, early warning, alarm, or deceleration.

20 In normal operation, the large 2-star diesel engine is set to run at the same speed for extended periods of time. During this time, the engine environment is relatively stable. For example, in the absence of acceleration, there is less propulsion deformation.

As the engine speed changes the environment becomes less stable, which affects the BCD level of the bearings and these BCD levels change and / or vary accordingly. At such times, the controller is configured to raise thresholds to adapt to such changes without triggering alarms.

cvi Another example of another situation that affects the engine environment or engine performance is when the ship's load, driven by the propeller driven by the engine, increases and the ship swims deeper in the water.

co When engine performance stabilizes again, possibly at a new speed,

CM

the controller is configured for lower thresholds.

CC

In one embodiment, the controller is configured to be lower than at least £ 1 of a threshold level after a certain delay time. It allows you to adjust the aftermath of a change in operation without unnecessary alarms.

o In one embodiment, each cylinder has two sensors, one front and one side of the sensor ahteripuolen sensor and, as described above, the controller configured to determine whether trunk bearing or cross head bearing and / or the lower end of the connecting rod bearing wear. In order to determine whether the bearing body 18 passed through or is in a critical state of the first cylinder on the front sensor is compared with the second cylinder ahteripuolen sensor. In order to determine whether a cross head bearing and / or the lower end of the connecting rod bearing wear through or is in a critical state of the first cylinder is connected to the front side of the sensor SA-Man 5 ahteripuolen cylinder sensor.

Thus, two sensor readings are available for the base bearing and the lower end bearing of the crosshead and / or connecting rod.

In one embodiment, the controller is configured to combine two sensor readings and compare the result of the two sensor readings to the alarm threshold level.

In an embodiment having 4 cylinders and two sensors each, a total of 8 sensors are designated (SFi; Sai), (SF2; SA2), (SF3; SA3) and (SF4, SA4), with the front sensor of cylinder 1 being SFi and the cylinder 1 sensor behind. with SAi where cylinder 1 is closest to engine output (i.e. cylinder 1 15 is a stern-side cylinder in this example), the combined sensor value SM12 for the main bearing between cylinder 1 and 2 is as follows:

Sm12 = SF1 + SA2 and combined sensor value SCci for cylinder 1 crosshead and / or connecting rod lower end bearing is 20 Scci = Sh + Sai

In one embodiment, the sensor values are compensated in advance by subtracting the reference value. In one such embodiment, the controller is configured to sum up the compensated sensor values and to calculate the absolute value of the sum.

25 The sensor value for the base bearing SM12 between cylinder 1 and 2 is thus: ^ Sm12 = | Sh - SF1 ref + SA2 "SA2ref |

O

By comparing the sum of the two sensors, the measurement sensitivity increases further because any change in the BDC level doubles before comparison, which is advantageous because the differences are so small.

g Note that the threshold levels for alarm, early warning, and deceleration are not the same for single sensor values as they are for composite sensor values.

" 'T

LO

In one embodiment, the controller is configured to detect a rapid change in the sensor values.

During engine operation, a small change in BDC level is expected over time as the bearings wear out. However, these changes occur very slowly and are difficult to distinguish from other changes, such as the changed operating environment of the motor 19 (temperature, traction, etc.) and the controller is configured to focus on the BDC level instead of the change.

However, a quick BDC level change may be a sign that something is going wrong. One such situation is when some contamination has entered the oil system and the bearings are wearing out faster.

Although the change is still within acceptable limits (below the threshold for various alarms), the rate of change can lead to severe damage if not stopped in time, and in some cases it may be too late to provide an alarm if the change is rapid.

In one embodiment, the controller is configured to determine whether a rapid change is occurring by performing arithmetic analysis by only comparing the sensor values to one prior time period (see below).

One advantage of arithmetic analysis is that the compensation table is fine-tuned.

In one embodiment, the controller is configured to determine if a rapid change is occurring by performing an exponential analysis by comparing the sensor values to a floating reference level (see below).

One advantage of exponential analysis is that it does not require multiple values to be stored and is therefore faster and requires fewer resources.

In one embodiment, the controller is configured to detect a rapid change in the BDC level by comparing the sensor values to the average level over a short period of time before.

In one embodiment, this time period is one of the time intervals from 1 to 20 minutes. In one embodiment, this time period is one of the intervals of 1 to 10 mi-25 noodles. In one embodiment, this time period is one of the time intervals of 5 to 10 minutes. In one embodiment, this time period is 5 minutes.

In one embodiment, the time period to be compared precedes the measurement by an interval of my other time. In one embodiment, this second time period is one of the time intervals 1 to 20 minutes. In one embodiment, this time period is one of my time intervals of 1 to 10 minutes. In one embodiment, this time period is 5 mi-oo noodles. In one such embodiment, the controller is configured to compare current measurements with the average of its first time period

CC

to a level before the current time period by another time period. In one example, where the first time period is 10 minutes and the second time period S 35 is 5 minutes of measurement, T is compared to the average of T-5 and T-15.

o To account for error readings and other short fluctuations, the controller is configured to compare the readings of the last five measurements with the average of the previous time period in one embodiment.

20

The controller is configured to determine the rate of change from the difference between the average level of the previous time period and the level of the current time period (average).

In one embodiment, the controller is configured to determine if the difference exceeds a threshold level and, if so, the controller is configured to notify the op-5. In one embodiment, the threshold level is 0.2 mm.

In one embodiment, the controller is configured to determine whether the difference exceeds a threshold level and, if so, the controller is configured to report to the log.

In one embodiment, the controller is configured to determine whether the difference 10 exceeds the threshold level and if so, the controller is configured to provide an alarm.

In one embodiment, the controller is configured to determine if the difference exceeds a threshold level and if so, the controller is configured to request a rate decrease.

15 In such situations, an early indication can thus be obtained, which could potentially prevent serious engine failure.

Detecting rapid changes through exponential analysis

In one embodiment, the controller is configured to perform exponential analysis of sensor values and determine whether an alarm should be issued or not.

In one embodiment, the controller is configured to determine a reference level and determine the current state level using exponential averaging.

In one embodiment, the controller is configured to update the reference-so Srefieve by updating the old reference with a compensated value Scomp using an update factor in 25 low-pass filters.

In one embodiment, this is expressed as follows:

Tj- Sreflevelnew Sreflevelold * (1-x) + S comp X

™ where x is the update factor.

V The reference level represents the current normal level and should therefore react rather slowly. Therefore, the update factor should be set to low. In one embodiment, the update factor is selected to be 0.0001.

Q_

In one embodiment, the controller is configured to update the current state level Spres by updating the old current state level with a compensation value, Scomp used an update factor in the low pass filter.

35 In one embodiment, this is expressed as:

Spresnew - Spresold (1 —y) Scomp Y

where x is the update factor.

21

The present state of the state represents the present state of the BDC and should therefore respond fairly quickly to rapid changes. The upgrade factor should therefore be set to high. In one embodiment, the update factor is selected as 0.2.

In one embodiment, the controller is also configured to calculate a reference-5 value Srefvalue · In one embodiment, the reference is the difference between the reference level and the current level:

Srefvaiue - Spres Sreflevel

In one embodiment, the controller is configured to analyze a reference value to determine whether an alarm is required.

Figure 9 illustrates a method for detecting rapid changes in BDC levels in bearings using exponential algorithms for the embodiments described. The BCD level signal is received and compensated in accordance with the motor operating compensation table in steps 910 and 920.

In step 930, the calculation of the reference level, the current level and the reference value are performed as described above.

In one embodiment, the controller is configured to analyze a single sensor reference value to determine that a rapid change is underway. A rapid change is defined as occurring if the reference value exceeds the reference value. In Figure 9, these calculations are made in step 960.

20 When determining wear, reading only one sensor makes it possible to detect uneven (axial) bearing wear.

In one embodiment, the threshold for one sensor is 120.

In one embodiment, the threshold for one identifier is greater than 120. In one embodiment, the threshold for one identifier is 110.

In one embodiment, the controller is configured to analyze the sum of the reference values of the single cylinder sensors to determine that a rapid change is occurring. A quick change is defined as occurring if the sum exceeds this threshold. A rapid change can occur in the cylinder crank bearing bearing neck neck or the crosshead bearing. In Fig. 9, these calculations ira 30 are performed in step (alternate) 940 and its determination as to whether the alarm limit or x is exceeded is performed in step 960.

CC

Determining the wear by reading two sensors allows rapid identification of bearing wear as two readings increase simultaneously and their sum doubles twice as fast. In order to adapt to the sum, δ 35, which is greater than two separate sensor readings, in one embodiment, the sum threshold is greater than the single-sensor threshold.

In one embodiment, the threshold level of the sensors in the cylinder is 170.

22

In one embodiment, the threshold level of the sensors in the cylinder is greater than 170.

In one embodiment, the threshold level of sensors in the cylinder is greater than 160. In one embodiment, the controller is configured to analyze the sum of one cylinder reference value of one cylinder and the reference value of one sensor of the adjacent cylinder to determine that a rapid change is occurring. A rapid change is defined as occurring if the sum exceeds a threshold. A rapid change can occur in the main bearing between the two cylinders. In Figure 9, these calculations are made in step (alternate) 950 and the determination of whether the alarm limit is exceeded or not is made in step 960.

Determining wear by reading two sensors on two cylinders allows for even faster detection of body bearing wear as the two readings appear to grow faster than sensors on the same cylinder-15 blades. This provides additional assurance. In order to cope with a faster sum increase than the cylinder sum, in one embodiment, the threshold value of the neighboring cylinders is greater than the cylinder sum

In one embodiment, the threshold level for adjacent cylinder sensors is 220.

In one embodiment, the threshold level for adjacent cylinder sensors is greater than 220.

In one embodiment, the threshold level for adjacent cylinder sensors is greater than 210.

Note that each step (940 and 950 does not need to be performed.

In one embodiment, the controller is configured to provide a retard request (step 970) if it is determined that a rapid change has occurred (step 965). When changes are rapid, it is important that measurements are made quickly to prevent damage and that retardation is the fastest cure for rapid change in cm.

In one embodiment, the controller is also configured to cause information about a rapid change in recording to a log file, (step 980).

x This allows the controller to react quickly to changes without having to store multiple values for each sensor and prevent additional bearings from being worn or damaged.

35 Due to fluctuations in BDC levels caused by engine speed changes, a dynamic alarm limit or threshold level can be used to monitor the engine for rapid changes.

23

In one embodiment, the dynamic alarm limit or threshold level is calculated based on a change in the engine speed RPM (revolutions per minute) and the dynamic threshold level increases as the engine speed drops.

In one embodiment, the controller is configured to receive a current or new rate indicating input RPMN.

The controller is configured to update the reference rate based on the new rate. In one embodiment, the controller is configured to update the reference rate by an exponential moving average as follows:

RPM refnew - RPMrefold * (1-Z) + RPMn * Z

The controller is also configured to calculate the RPM change, denoted by ARPM, by calculating the absolute value of the difference between the current speed RPMN and the reference speed as follows: ARPM = | RPMn - RPMrefl

In one embodiment, the ÄRPM is set to 3 for all values greater than 3. This ensures that the alarm limit is increased without becoming too high.

The threshold level baseline or the alarm threshold, denoted alarm basic, is determined to be one of the thresholds listed above, depending on which sensor combination is monitored (one sensor, the same cylinder, or a neighboring cylinder).

In one embodiment, the controller is further configured to compute the first candidate of the dynamic threshold level (denoted by alarml) based on the gain constant, denoted by k, as follows: alarm 1 = alarmbasic (1 + ARPM * k)

In one embodiment, the controller is further configured to calculate a second candidate (referred to as alarm2) in the dynamic threshold level based on engine speed readings obtained the last time the threshold level

CM

g increased, denoted by H, gain constant denoted by k and delay constant denoted by β, as follows: ^ alarm 2 = alarmbasic (1 + ARPM * k * Exp (-H / β)

CM

x 30 In one embodiment, the controller is configured to use a threshold level

CC

repeat the candidate value as the dynamic threshold level. cm The higher the gain constant, the faster the alarm level will increase. examples

\ J

The values of the gain constants are 0.1, 0.15, 0.2, 0.25 and 0.3: In one embodiment, the gain level is in the range 0.05 to 0.4.

CM

35 Examples of delay constants are; 190, 200, 210. In one embodiment, the delay constant is in the range 150 to 250.

24

In one embodiment, the controller is configured to determine the maximum threshold level value for candidates of threshold levels and use it as a dynamic threshold level:

Dynamic Threshold = max (alarm 1, alarm 2) 5 The controller is thus able to cope with fluctuations and is still able to detect rapid changes in bearing wear.

It should be noted that exponential analysis of rapid changes as described above is also useful for 4-stroke engines. In one embodiment, the motor is a 2-stroke motor. In one embodiment, the motor is a 10 4-stroke motor.

Due to all the factors involved in controlling the engine, the monitor is first calibrated during the training phase.

The engine speed compensation lookup table must be generated during the operator's "training phase".

In one embodiment, the duration of the teaching step is 500 hours.

In one embodiment, the controller is configured to generate a rate compensation table for each detector 170.

When the wear control system is mounted on a newly built engine and is subjected to commercial and marine tests, it is important that the system 20 provides a bearing protection from the outset. Therefore, a rough calibration curve is generated as soon as the 10 minute average is obtained at constant engine speed. This curve is then adjusted so that three fixed engine speeds are used when starting the training process.

Figure 5 shows a general flow chart for forming a coarse calibration. 25 The controller is first configured to make a rough estimate of the motor speed compensation by approximating the table values to the BCD level curve vs. the motor speed.

o This rough estimate allows for some control during teaching.

4- In one embodiment, the controller receives sensor values from each of the 3030 sensors at a specific motor speed (or rpm) 510. The values are averaged 520 and a preliminary curve is generated from 530 averaged motor speed coordinates or monitoring points and . In one embodiment, the expected J change is calculated in advance and stored in a table like Table 1.

δ

CVJ

25

Engine Type (Drilling, cm) Change in mm (20-110% rpm) 80-98 -0.35 60 - 70 -0.25 -50 -0.15

Table 1. Expected changes for different engine types

Figure 6 shows a preliminary curve or raw estimate 600 of a curve having a control point 610 for a BDC level at a given engine speed.

5 The curve 600 is a raw estimate and the controller is configured to use it as a reference only during the generation of the raw calibration curve.

In one embodiment, a second speed is selected and the controller obtains values for each sensor at a second engine speed 540. The values are averaged 550 and the curve updated 560 to form another averaged engine speed-10 BCD coordinate or monitoring point.

In one embodiment, the controller is configured to repeat steps 540 through 560 for a third rate. In Figure 5, this is indicated by a dashed line.

In step 570, the controller completes a coarse calibration curve 700 by interpolating between control points 710, 720, 730 and extrapolating the rod to cover the entire range of engine speeds.

In one embodiment, the engine has a speed range of 0-120%. In another embodiment, the engine has a speed range of 20-110%.

Figure 7 shows a raw calibration curve 700 having three control points 710, 720, and 730 for an average BDC level of three engine speeds.

In one embodiment, the engine is operated at each speed for 10 minutes. Note that other operating times are also possible.

In one embodiment, the controller is configured to select three speeds according to Table 2.

C \ J

^ Speed number Speed_ ^ J__20-50% of rated speed_ V _2__50-80% of rated speed_cS _3__80-100% of rated speed_ | In one embodiment, the controller is configured to spread the three selected S speeds at at least 20% intervals of the nominal speed to ensure that the control points are suitably distributed on the curve 700.

In one embodiment, the controller is configured to use a raw calibration curve at the end of 700 training steps, allowing for some reference during the 30 training steps.

26

In one embodiment, the controller is further configured to receive sensor values during engine idle at various speeds and to update the table BDC level vs. engine speed.

Figure 8 illustrates a method of supplementing the BDC engine speed table 5 of this application.

In one embodiment, the steps of Figure 8 are implemented simultaneously for all sensors.

In the first step 810, the controller receives a value or signal SN. The controller then determines whether the compensation is valid or not for the current rate 815.

Once a predetermined number of samples of motor speed has been received, the controller is configured to compute a reference value for this rate by averaging samples received from this sensor and at this rate, and generating a first valid compensation value and updating the engine no-15 speed compensation table.

In one embodiment, the controller is configured to receive 1000 samples for each motor speed.

If it is determined that the offset is valid, the controller is configured to calculate the offset value by subtracting the reference value-20 vo from the received signal, step 820,:

Scomp - Sn 'Sref

If it is determined that the offset is not valid, the controller is configured to calculate the offset value by subtracting the reference value from the received signal, step 825,: 25 Scomp - Sn - Sref, rough

In one embodiment, the controller is further configured to use a filter! ink to reduce noise from the received signal 830.

o ™ In one embodiment, the controller is configured to next calculate the ^ sensor offset d (Ssensor):

C/O

^ 30 d (Ssensor) - Ssensor average of other detector

X

In one embodiment, the controller is also configured to calculate a deflection d (cylinder) for the cylinder:! £ d (cylinder) = (Scyiinder, fore + Scyiinder, aft) / 2 - average of other sensors.

In one embodiment, the controller is configured to determine whether the alarm threshold set for the sensor 850 exceeds, and if so, the alarm 860 is activated.

27

In one embodiment, the controller is configured to determine whether 850 exceeds the alarm threshold set for cylinder misalignment and, if so, activates alarm 860.

In Figure 8, all these alarm threshold specifications are made in step-850.

In one embodiment, the alarm threshold for the value of the sensor during the training step is +/- 0.8 mm.

In one embodiment, the alert threshold for detector deviation during the training step is +/- 0.5 mm.

In one embodiment, the alert threshold for cylinder misalignment during the training step is +/- 0.4 mm.

If the controller determines that an alarm should be triggered, the controller is further configured to store the event in log file 870.

In one embodiment, the controller is configured to determine whether the hi-15 delimitation limit for the sensor offset is exceeded 880, and if so, to activate the request to the deletion process 890.

In one embodiment, the retardation threshold value for the sensor value during the training means is +/- 0.9 mm. In one embodiment, the retardation threshold for detector offset during the training step is +/- 0.7 mm.

In one embodiment, the controller is configured to return to step 810 to receive a new signal value.

In one embodiment, the controller is configured to perform steps 810-840 at each revolution.

In one embodiment, the controller is configured to perform steps 850-25890 intermittently. In one embodiment, the cycle is in the range of 1 to 50 turns.

In one embodiment, the cycle is in the range of 10 to 30 turns. . In one embodiment, the cycle is 30 turns. This is indicated by the dotted line in Figure 8.

C \ J

5 To ensure that the training phase covers the entire engine RPM

C \ J

. range, the controller is configured to receive samples at engine speeds of 30 V over the entire available speed range.

C/O

In one embodiment, the controller is configured to receive samples per 100 engine speeds.

In one embodiment, the controller is configured to receive samples from each sensor for each engine speed, i.e., to receive 3535 samples for each possible revolution in the engine speed range.

In one embodiment, the controller is configured to determine a reference point for each motor speed that has not been validated during the training step. In one embodiment, the controller is configured to determine a reference value by interpolating from a reference value of adjacent velocity points. In one embodiment, the controller is configured to determine a reference point by extrapolating from the reference values of the reference points of the raw estimates.

In one embodiment, the controller is configured to compute an average of -5 bandwidth signal values for each detector every 50 hours at each speed point.

In one embodiment, the controller is configured to determine whether the reference value for any motor speed changes to a value greater than the updated threshold value when compared to the first valid compensation value obtained and, if so, activates an alert indicating this. In one embodiment, the update threshold is 0.2 mm.

To ensure reliable monitoring of bearing wear during the training phase, it is divided into three stages. The first step is to generate very rough preliminary estimates to be used as a reference in the second step, where the raw estimates are supplemented. The augmented raw estimate is then used for the remainder of the learning phase (Step 3).

This ensures that the bearings are also worn during engine start-up. This allows increased wear to be detected due to, for example, mounting error and irregularities, resulting in improved protection during the time the engine is at a standstill.

A straightforward calibration would not be able to account for problems in the start-up phase and therefore the above-described instructional step is very advantageous.

During the lifetime of the engine, it is the subject of a number of maintenance and servicing procedures. For example, if the bracket that supports the sensor (s) is removed when servicing the housing 25. When the bracket is reinstalled, it is expected that the sensor position will change. It is also possible that the sensor must be replaced if it is damaged or otherwise disabled. The sensor ^ also needs to be fine-tuned if the bracket supporting the sensor is slightly twisted.

° This requires the speed compensation table or curve to be readjusted at A 30 for one or more sensors.

oo Adjustment is done by adjusting the offset of a single sensor.

CVJ

x In one embodiment, the controller is configured to control from the sensor

CC

obtained signals by compensating the signal value based on an existing rate compensation lookup table or curve. In normal operation, the difference between the 35 hour BCD level and the reference value is zero (at least on average). 5 The compensated value may therefore reflect the offset of the sensor because

CVJ

the absolute value of the compensated value is now greater than zero (at least on average).

29

In one embodiment, the controller is configured to calculate an average shift over a period of time. In one embodiment, the time period is 50 hours.

In one embodiment, the controller is configured to transfer reference value-5 and the calculated average offset to the affected sensor.

However, since there is a break time between sensor failure and replacement and the break time can be quite long in some circumstances, there is a risk that bearing wear will not be detected within this break time.

In order to avoid any such bearing wear, the controller is configured to base the adjustment on the combined signals of the neighboring sensors and take an average over a period of time before and after the sensor replacement. In one embodiment, the time is 500 hours.

Fig. 10 is a graph of velocity compensation curves for two sensors 15 where a λ i + bi is the curve of the first sensor during 500 hours prior to sensor failure; a2t2 + b2 is the first detector curve during 500 hours after sensor replacement; and 20 a3t3 + b3 is a neighbor sensor curve at a time when the first sensor is broken.

In these formulas, 'a' represents the curve, 't' represents the time, and 'b' represents the constant indicating the start of the curve for the t = 0 curve.

In one embodiment, the controller is configured to generate these three 25 curves by making 3 different best fit Root Mean Square curves based on the average of compensated and filtered sensor values over a period of more than 6 hours.

In one embodiment, the controller is configured to use velocity compensation for the neighbor sensor while the sensor is being adjusted.

oj After the time for resetting the sensor has expired ^ 30, the offset (0) for the changed sensor can be calculated.

i oo In one embodiment, the controller is configured to calculate the transition to the x-switched sensor, and in one embodiment it is done as follows:

CC

O = Oi + a3tb + Ta2 r-- ^ where:! £ 35 01 is the transition time when the sensor was broken, 5tb is the sensor failure duration ^ T is the time period (in this embodiment, more than T = 500 hours

In one embodiment, the controller is configured to exclude a replaced sensor when calculating deviations and / or cylinder misalignments of other sensor sensors during or after a sensor replacement.

This allows a training step only for the affected or replaced sensor and does not require the training step to be repeated for all sensors. This 5 provides safer monitoring during the reset phase than would have been required to complete the complete reset of the detector training step.

The data memory in the bearing wear monitoring system serves two purposes. The first purpose is to restore the data after any medical-type 10 damage has occurred. In one embodiment, this is implemented as a "black box" function.

Another purpose relates to the inspection of bearings. Traditionally, bearings are opened periodically for routine inspection. Each bearing must be opened. In one embodiment, every four or five years. In order to avoid unnecessary opening of bearings, the inspection would be moved from a time-based inspection to a fitness-based inspection. For this purpose, the stored data can be used to generate trend curves that show if there has been any wear between checks. Such curves may be presented to the rating inspector.

In one embodiment, the controller is configured to facilitate storage of filtered values per sensor with a timestamp for the last 24 hours. In one embodiment, filtered values are stored in short-term memory. In one embodiment, one set of data is required for each 30 engine revolutions. If the alarm limit is exceeded, the controller is configured to store a short-term memory copy as a '' frozen 'copy. In one embodiment, the controller is configured to include data in the copy for 5 minutes after the alarm.

In one embodiment, the controller is configured to facilitate storage of the maximum, minimum, and average values of the filters per sensor. In one embodiment, 30, maximum, minimum and averages are stored in long-term V memory. In one embodiment, the maximum, minimum, and average values are stored in cS for each 6-hour cycle. In one embodiment, the maximum, minimum g, and averages are stored with a time stamp. In one embodiment, the recording-

CL

also the event log. In one embodiment, the event log contains ™ 35 the following information: any alarms, decelerations, or pre-warnings or changes during any training session, any sensor change and / or offset adjustment, 40 sensor reference change from coarse to fine calibration, 31 any reference level reset towards.

In one embodiment, all information is time stamped and all storage and event logs are kept in non-volatile memory.

In one embodiment, the device is configured to transfer stored data and an event-5 log to an external device such as a PC. This data may be presented by the classification body inspector.

In one embodiment, the data includes:

Engine info section. It contains ship and engine information. In one embodiment, the information is as below:

10 Name of the ship = XXXXXXX

IMO number = XXXXXXX

Registration Class = XXXXXXX

Component = XXXXXXX

Engine Licenser = XXXXXXX

15 Engine Manufacturer = XXXXXXX

Engine type = XXXXXXX

Engine serial number. = XXXXXXXX

CM System Type = Bearing wear monitoring system

20 CM System Maker = XXXXXXXX

CM System Hardware = XXXXXX

CM System Software = XXXXXXX

Period of Trend Data From = YYYY-MM-DD

Period of Trend Data to = YYYY-MM-DD

25 Engine Hours From = 99999

Engine Hours Ended = 99999

Log part of all changes in system status and detectors status according to event log. Format is DATE] [TIME] [EVENT], Trend Part of Filtered Values. Obtained from '' long term memory ''. The following 30 data is displayed for each detector for each of the six engine operating hours: Ai scale, Engine Hours, and 6h average filtered value. The For-5 mat in this embodiment is [DATE AND TIME: YYYY-MM-DD

™ hh: mm: ss]; [ENGINE OPERATING HOURS: h]; [DISTANCE: mm], v Status section. The purpose of this file is to give a quick glance at each cylinder of the 00 ™ 35, indicating whether the opening of the cylinder-related bearing is necessary to detect | because of wear or other reasons. The reasons may be the observation that the "significant wear" limit has been exceeded when the sensor is changed or the reference has been lost. In one embodiment, the status is displayed as a four-level representation, the levels being: ° 40 Normal "N" indicating that no wear has been detected beyond the early warning limit, 32

Early warning "W" indicating that wear above the warning warning limit has been detected, Alarm "A" indicating that sensors connected to this cylinder have given an alarm, 5 Unknown "U" indicating that a sensor connected to this cylinder has lost its reference or its reference curve has been corrected during replacement and the wearer has been detected by a 'neighbor'. The same message is given if the damaged sensor remains unchanged.

In one embodiment, the device is also configured to provide complete 10 long-term memory data, short-term memory data, and reference curves for each sensor.

The numerous aspects described above can be used alone or in various combinations. The teaching of this application can be implemented as a combination of software and hardware, but can also be accomplished by hardware or software only. The teachings of this application may also be incorporated as computer readable code into a computer readable data medium.

The invention has several advantages. Various embodiments and implementations may provide one or more of the following advantages. Note that this list is not exhaustive and may have other benefits than those described herein. For example, one advantage is that the device of the invention provides reliable monitoring that adapts to a number of (external) factors.

Another exemplary advantage is that the wear control tolerates the deformation caused by the thrust of the engine.

Another exemplary advantage is that the bearing wear monitoring must be established also during the calibration step.

Another exemplary advantage is that the sensor replacement can be performed and the sensor re-adjusted in a more reliable manner.

Although attention has been paid in the foregoing description to features of the invention which are believed to be of great importance, it should be noted that the applicant is seeking protection for any patentable feature or combination thereof which is referred to and / or shown in the drawings. weight.

x The term "" contains "or" "includes" as used in the claims does not exclude other elements or steps. A singular word does not exclude its plural form. A unit or other means may perform the functions of a plurality of units or means referred to in the claims, δ

CVJ

Claims (14)

33 An apparatus for monitoring wear of the crankshaft bearing, crankshaft connecting rod lower end bearing and body bearing in a large 2-stroke diesel engine, the device comprising at least two sensors arranged and configured to measure-5 ground dead center in a desired cylinder relative to the engine fixed point configured: to receive a signal from each sensor, to compensate for each signal based on the motor operating state, characterized in that the controller is further configured to: 10 determine whether the threshold value is exceeded and if a threshold overrun is reported, and wherein the controller is further configured to: table with the engine running so as to sample a first number of sensor values relative to the second number of engine operating points of the engine while running, and determining for the engine operating condition when the first number of samples has been received, a reference value averaging the received sample values for this speed point. Device according to claim 1, characterized in that the controller is configured to determine a crude calibration of the engine operating compensation by receiving, for a period of time, signal values from at least one sensor for the first engine operating condition, averaging the signal values from the first reference to engine operating modes using a predetermined estimated change factor, wherein the controller is configured during the training period to further compensate for received signal values based on raw calibration estimates. CVJ A device according to claim 2, characterized in that the control conine is further gourmet to update the raw calibration estimates such that, over a period of time, signal values are received from at least one sensor Sfr 35 for a second engine operating condition, m averaged to generate second reference values, and, using a predetermined change factor, extrapolating from the first and second reference 40 values to engine operating modes outside the first and second operating modes 34, configuring the controller during the training period to compensate for received signal a bias values. Device according to Claim 1, characterized in that the operating state is the motor speed and the motor operating point is the speed point. Device according to Claim 1, characterized in that the operating state is the pitch of the propeller. Device according to Claim 1, characterized in that the operating state is the load on the motor. Device according to Claim 4, characterized in that the controller is configured to receive signals for three engine speeds: the first motor speed is in the range of 20-50% of the nominal motor speed, the second motor speed is in the range of 50-80% of the nominal motor speed, the third engine speed is in the range of 80-100% of the rated engine speed, The device according to claim 3, characterized in that the controller is further configured to update the raw calibration estimates in the engine speed compensation table during the training period. Device according to claim 2, characterized in that the controller is further configured to periodically redefine the reference value for each point in the engine operating state and update the engine speed compensation table with new reference values. Device according to Claim 9, characterized in that the controller is further configured to determine whether the reference point of the engine operating state changes by a factor compared to the first reference value obtained and, if so, to activate the alarm. Device according to claim 8, characterized in that the controller is configured to update the engine mode compensation table ™ after the training period by interpolating and extrapolating the engine mode CO 9 compensation table values and raw calibration estimates. CVJ 00 30 Device according to any one of the preceding claims, characterized by | wherein the device includes more than two sensors and wherein the controller is configured to determine, based on the received sensor values, the sensor offset per sensor CNJ and to determine the offset of each sensor from the average of the other sensors, 13. An engine incorporating a device as claimed in any one of the preceding claims, which is a large 2-stroke marine diesel engine. 35 A method for use in a device having a controller configured to execute instructions stored on a physical medium, the method for controlling the wear of a crosshead bearing, a crankshaft connecting rod bearing and a bearing on a large 2-stroke diesel engine, the device comprising at least two 5 sensors in a given cylinder relative to a fixed point of the engine, the method comprising: receiving a signal from each detector, compensating for each signal depending on the operating state of the engine, characterized in that the method further comprises: 10 determining whether the threshold is exceeded; : generates a learning mode offset table during the training phase by sampling the first number-15 r sensor values with respect to the number of the second motor toimintati salt compensation table points, and the first number of samples for the points to the engine operating state has been received is determined by averaging the value of the reference points for that engine operating state of the received sample values. 20 C \ J δ c \ j i oo o CM C \ l X cc CL CM LO δ CM 36