A method for suppressing fluctuations during mode switching of hybrid ship

Abstract

The present invention relates to a method for suppressing fluctuations during a hybrid ship mode switching process, comprising: establishing a hybrid power system numerical model; using a swarm intelligence optimization algorithm, for different initial physical conditions of mode switching, calculating the optimal control planning curves corresponding to the shaft motor torque and shaft motor clutch oil pressure within the mode switching time period; and organizing the optimal control planning curves into a set of mode switching process control instructions; after the ship energy management system determines the mode switching intention, querying the set of mode switching process control instructions based on the physical parameters of the initial conditions of the ship hybrid power system and obtaining two sets of results for the control of the shaft motor and the shaft motor clutch, sending the instruction results to the motor control unit and the clutch control unit respectively to control the shaft motor and the shaft motor clutch, and completing the mode switching after the control reaches a specified value. The present invention can ensure that when switching the ship hybrid power mode, the mode switching time, stern shaft power continuity, and clutch friction loss are simultaneously taken into account.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid ship electromechanical control, and in particular to a method for suppressing fluctuations in a hybrid ship mode switching process. Background Art

[0002] A hybrid ship is a ship whose power system uses both a main engine and an electric motor as its power source. It has four propulsion modes: direct propulsion by the main engine, shaft generator propulsion, motor propulsion, and hybrid propulsion. In recent years, hybrid power systems have been considered an effective solution for reducing fuel consumption and emissions for ships with high load changes, such as tugboats, cruise ships, and inland bulk carriers. They can take advantage of zero emissions in emission-restricted areas. However, during mode switching, hybrid power systems often require the clutch to be opened and closed, resulting in power interruptions. It is also easy to cause sudden changes in stern shaft torque and speed, which can easily lead to low transmission efficiency and shaft system fluctuations. Severe and prolonged friction can reduce clutch life. Currently, there is little research on mode switching that can simultaneously take into account mode switching time, stern shaft power continuity, and clutch friction loss, and there is also a lack of corresponding fluctuation suppression methods. Summary of the Invention

[0003] The technical problem to be solved by the present invention is to address the problems of large fluctuations in stern shaft speed and large clutch friction losses during the mode switching of the ship hybrid power system in the above-mentioned prior art, and provide a method for suppressing fluctuations in the mode switching process of a hybrid ship. By planning the control parameters of the shaft motor torque and the shaft motor clutch oil pressure, it is ensured that the mode switching time, stern shaft power continuity and clutch friction losses are taken into account at the same time when the ship hybrid power mode is switched.

[0004] The technical solution adopted by the present invention to solve the above-mentioned technical problems is:

[0005] A method for suppressing fluctuations during a hybrid ship mode switching process, used when a hybrid power system of a ship switches from a main engine propulsion mode to a hybrid power propulsion mode or a shaft generator propulsion mode, comprises the following steps:

[0006] Step 1: Establish a hybrid power system numerical model based on the physical parameters of each component of the ship hybrid power system, transmission principle and ship kinematics;

[0007] Step 2: Using a swarm intelligence optimization algorithm, with the goal of minimizing the comprehensive smoothness index, which includes the shaft-belt motor clutch friction work, stern shaft speed overshoot rate, and stern shaft rotation fluctuation, the optimal control planning curves for the shaft-belt motor torque and shaft-belt motor clutch oil pressure corresponding to the hybrid system numerical model during the mode switching period are calculated for different initial physical conditions of the mode switching.

[0008] Step 3: Arrange all the calculated optimal control planning curves into a mode switching process control instruction set, and integrate the instruction set into the energy management system's own operation logic through serial communication;

[0009] Step 4: During the actual navigation of the ship, the energy management system determines whether to switch from the main engine propulsion mode to the hybrid propulsion mode or the shaft generator propulsion mode based on the external environment sensor, the power system status sensor and the required speed. If so, the process proceeds to step 5; otherwise, repeat step 4.

[0010] Step 5. After the energy management system receives the instruction to switch the main engine propulsion mode to the hybrid propulsion mode or the shaft-driven power generation propulsion mode, the energy management system sends the shaft-driven motor acceleration instruction, the main engine maintains the current speed instruction, and the shaft-driven motor clutch maintains the separation state instruction until the difference between the shaft-driven motor speed and the shaft-driven motor clutch output end speed is within the set mode switching threshold. At the same time, the energy management system queries the shaft-driven motor torque and shaft-driven motor clutch oil pressure planning curves corresponding to the mode switching process control instruction set under the current main engine speed and torque, shaft-driven motor speed and torque. The first-level local control shaft-driven motor torque and clutch oil pressure respectively change the torque and oil pressure according to the instruction set query results until the shaft-driven motor torque reaches the specified torque and the shaft-driven motor clutch oil pressure reaches the specified oil pressure, so as to suppress mode switching fluctuations.

[0011] Step 6: The shaft-driven motor torque and the shaft-driven motor clutch oil pressure reach the specified values, and the mode switching ends.

[0012] In the above scheme, the ship hybrid power system includes a main engine, a shaft motor, a main engine clutch, a shaft motor clutch, a gearbox, a stern shaft and a propulsion device; the main engine and the shaft motor are connected to the input end of the gearbox in parallel through the main engine clutch and the motor clutch respectively; the output end of the gearbox is connected to the stern shaft, and the stern shaft is connected to the propulsion device.

[0013] In the above scheme, the ship hybrid power system includes four propulsion modes: engine propulsion, shaft generator propulsion, shaft motor propulsion and hybrid power propulsion.

[0014] In the above scheme, the control of the ship hybrid power system includes the first layer local control, the second layer power control and the third layer energy management control; the local control directly controls the various components of the ship hybrid power system; the power control controls the power of the main engine, shaft motor and power generation equipment; the energy management control issues demand power or demand status instructions to each component according to its own operating logic.

[0015] In the above scheme, in step 2, the friction work of the shaft-driven motor clutch is:

[0016]

[0017] Where W is the friction work of the shaft-driven motor clutch; t start , t end Respectively represent the time when the shaft motor clutch starts to engage and locks; T slip is the shaft motor clutch torque; ω e_2 is the output speed of the shaft-driven motor clutch; ω m is the shaft motor speed; t represents time, t1 = t end -t star .

[0018] In the above solution, in step 2, the stern shaft speed overshoot rate is:

[0019]

[0020] Among them, θ os is the stern shaft speed overshoot rate; ω s,ext is the extreme value of the stern shaft speed during mode switching, ω ss This is the stable speed value of the stern shaft after the mode is switched.

[0021] In the above solution, in step 2, the stern shaft rotation fluctuation is:

[0022]

[0023] Among them, j s is the stern axis rotation wave function; J s is the stern shaft rotation fluctuation value, which is |j s |Function maximum; ω s is the stern shaft speed; t represents time.

[0024] In the above solution, in step 2, the comprehensive smoothness index is the sum of the normalized weighted values of the clutch slip power, the stern shaft speed overshoot rate, and the stern shaft rotation fluctuation:

[0025]

[0026] Where O is the comprehensive ride comfort index; α, β, and χ are constants, α+β+χ=1; i is the i-th generation in the intelligent swarm optimization algorithm; W i ,θ os,i and J s,i are the local optimal shaft motor clutch slip power, stern shaft speed overshoot rate and stern shaft rotation fluctuation of the i-th generation intelligent swarm optimization algorithm; W min ,θ os,min and J s,min are the minimum value of the shaft-driven motor clutch slip power, the stern shaft speed overshoot rate and the stern shaft rotation fluctuation respectively; W max,θ os,max and J s,max They are respectively the maximum value of the shaft-driven motor clutch slip power, the stern shaft speed overshoot rate and the stern shaft rotation fluctuation.

[0027] In the above scheme, in step 2, the different mode switching initial physical conditions include the main engine speed and the main engine torque.

[0028] In the above scheme, in step 4, the external environment sensors include GPS, flow meter, and anemometer; the power system status sensors include main engine speed and torque sensor, shaft motor speed and torque sensor, and stern shaft speed and torque sensor.

[0029] The beneficial effects of the present invention are:

[0030] 1. The present method first uses an offline swarm intelligence optimization algorithm to determine the shaft motor torque and shaft motor clutch oil pressure control commands during mode switching. These commands serve as online control instructions, effectively suppressing the impact of torque fluctuations in the main engine, shaft motor, and shaft motor clutch on the stern shaft speed during mode switching, ensuring stern shaft power continuity during hybrid power mode switching. Verification shows that the present optimization process can achieve stern shaft power continuity indicators: stern shaft speed overshoot and stern shaft rotation fluctuation can be suppressed by 86.32% and 52.01%, respectively.

[0031] 2. The present method effectively reduces mode switching time, thereby effectively slowing clutch component wear and extending clutch life, while also ensuring the vessel's maneuverability. Verification shows that through the present optimization process, clutch friction loss indicators can reach: shaft-driven motor clutch slippage work is suppressed by 24.91%; mode switching time is reduced by one-third.

[0032] 3. The mode switching process control instruction set obtained by the method of the present invention through offline optimization can avoid the online optimization operation process of the energy management system, improve the execution speed of the online control of the energy management system, achieve the purpose of reducing communication delays, and also reduce the computing power cost of the energy management system. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The present invention will be further described below with reference to the accompanying drawings and embodiments, in which:

[0034] Figure 1 Schematic diagram of the structure of the hybrid power system of the ship in the method of the present invention;

[0035] Figure 2 It is the control framework of the ship hybrid power system in the method of the present invention;

[0036] Figure 3This is an overall flow chart of the method for suppressing fluctuations during hybrid ship mode switching according to the present invention;

[0037] Figure 4 This is a mode switching flow chart of the method for suppressing fluctuations during mode switching of a hybrid ship according to the present invention;

[0038] Figure 5 5a) is the optimal shaft-driven motor torque and shaft-driven motor clutch oil pressure curve in the embodiment of the present invention, wherein 5a) is the shaft-driven motor torque compensation curve, and 5b) is the ratio curve of the shaft-driven motor clutch oil pressure to the total oil pressure;

[0039] Figure 6 This is a comparison of the main engine torque, shaft motor torque, stern shaft torque, and stern shaft speed effects of the actual ship design prototype and the improved particle swarm optimization algorithm in the embodiment of the present invention, wherein 6a) is a comparison of the main engine torque effect before and after optimization, 6b) is a comparison of the shaft motor torque effect before and after optimization, 6c) is a comparison of the stern shaft torque effect before and after optimization, and 6d) is a comparison of the stern shaft speed effect before and after optimization.

[0040] In the figure: 10, main engine; 20, shaft-driven motor; 30, main engine clutch; 40, shaft-driven motor clutch; 50, gearbox; 60, stern shaft; 70, propulsion device. DETAILED DESCRIPTION

[0041] In order to have a clearer understanding of the technical features, purposes and effects of the present invention, specific embodiments of the present invention are now described in detail with reference to the accompanying drawings.

[0042] In order to solve the problems of large stern shaft speed fluctuations and large clutch friction losses during the mode switching of a ship's hybrid power system, the present invention proposes a method for suppressing fluctuations in the mode switching process of a hybrid ship. The method is used in the process of switching the ship's hybrid power system from a main engine propulsion mode to a hybrid power propulsion mode or a shaft-belt generator propulsion mode, aiming to suppress the stern shaft speed fluctuations during the mode switching of the ship's hybrid power system and extend the service life of the shaft-belt motor clutch.

[0043] Before describing the method of the present invention in detail, a brief description will be given of the core equipment and control framework of the ship hybrid power system to which the method of the present invention is applicable.

[0044] like Figure 1As shown, the hybrid power system comprises a main engine 10, a shaft motor 20, a main engine clutch 30, a shaft motor clutch 40, a gearbox 50, a stern shaft 60, and a propulsion unit 70. The main engine and shaft motor are connected in parallel to the input of the gearbox via the main engine clutch and the shaft motor clutch, respectively. The output of the gearbox is connected to the stern shaft, which is in turn connected to the propulsion unit. Furthermore, the hybrid power system includes a local control unit (speed control and injection system) for the main engine, a shaft motor variable frequency control system, a main engine speed and torque sensor, a shaft motor speed and torque sensor, a stern shaft speed and torque sensor, a flow meter, an anemometer, and a GPS.

[0045] The hybrid power system for ships based on this approach includes four propulsion modes: engine propulsion, shaft generator propulsion, shaft motor propulsion, and hybrid propulsion. The two different propulsion modes can be switched by controlling the main engine, shaft motor, main engine clutch, and shaft motor clutch.

[0046] like Figure 2 As shown, the control of a marine hybrid power system includes a first-level local control, a second-level power control, and a third-level energy management control. The local control directly controls the various components of the marine hybrid power system; the power control controls the power of the main engine, shaft motor, and generator; and the energy management control issues power or state requirements to each component based on its own operating logic. Taking the existing switching process from main engine propulsion to hybrid propulsion mode as an example, it specifically includes four stages: main engine propulsion mode, shaft motor startup, shaft motor clutch oil pressure control and shaft motor torque control, and hybrid propulsion mode. Specifically, when the main engine is propelling the ship, the entire ship is driven solely by the main engine, which operates in a closed-loop speed control mode. During this period, the clutch at the main engine output end (i.e., the main engine clutch) is engaged, and the clutch at the shaft motor output end (i.e., the shaft motor clutch) is disengaged. When the ship's energy management system issues a command to switch to hybrid propulsion mode, the first-level control shaft motor starts at no load and, based on the current mode switching conditions, searches for the mode switching shaft motor torque and shaft motor clutch oil pressure control reference curves to control the shaft motor torque and shaft motor clutch oil pressure respectively. When the shaft motor clutch is fully engaged and the shaft motor torque rises to the specified torque, the system enters hybrid mode. This switching process suffers from large fluctuations in the stern shaft speed and large friction losses in the shaft motor clutch.

[0047] In order to solve the above problems, the hybrid ship mode switching process fluctuation suppression method of the present invention mainly includes an offline optimization process and an online control process, such as Figure 3As shown. The offline optimization is to calculate the optimal control planning curves of the shaft motor torque and the shaft motor clutch oil pressure corresponding to the mode switching time period according to the initial physical conditions of different mode switching through a swarm intelligence optimization algorithm; then, the calculated optimal control planning curves are sorted into a mode switching process control instruction set. The online control is that after the ship energy management system determines the mode switching intention, the energy management system queries the mode switching process control instruction set according to the physical parameters of the initial conditions of the ship hybrid power system and obtains two sets of results of the shaft motor and shaft motor clutch control, and sends the instruction results to the motor control unit and the clutch control unit respectively to control the shaft motor and the shaft motor clutch, and completes the mode switching after the control reaches the specified value. When the hybrid ship mode switching process fluctuation suppression method of the present invention controls the shaft motor torque and the shaft motor clutch oil pressure, it can ensure the smoothness of the shaft system when the ship hybrid power mode is switched. The method specifically includes the following steps:

[0048] Step 1: Establish a hybrid power system numerical model based on the physical parameters of each component of the ship hybrid power system, transmission principle and ship kinematics;

[0049] Step 2: Using a swarm intelligence optimization algorithm, with the goal of minimizing the comprehensive smoothness index, which includes the shaft-belt motor clutch friction work, stern shaft speed overshoot rate, and stern shaft rotation fluctuation, the optimal control planning curves for the shaft-belt motor torque and shaft-belt motor clutch oil pressure corresponding to the hybrid system numerical model during the mode switching period are calculated for different initial physical conditions of the mode switching.

[0050] Step 3: Arrange all the calculated optimal control planning curves into a mode switching process control instruction set, and integrate the instruction set into the energy management system's own operation logic through serial communication;

[0051] Step 4: During the actual navigation of the ship, the energy management system determines whether to switch from the main engine propulsion mode to the hybrid propulsion mode or the shaft generator propulsion mode based on the external environment sensor, the power system status sensor and the required speed. If so, the process proceeds to step 5; otherwise, repeat step 4.

[0052] Step 5. After the energy management system receives the instruction to switch the main engine propulsion mode to the hybrid propulsion mode or the shaft-belt generator propulsion mode, the energy management system sends the shaft-belt motor acceleration instruction, the main engine maintains the current speed instruction and the shaft-belt motor clutch maintains the separation state instruction until the difference between the shaft-belt motor speed and the shaft-belt motor clutch output end speed is within the set mode switching threshold (such as 10 rpm in this embodiment). At the same time, the shaft-belt motor torque and shaft-belt motor clutch oil pressure planning curves corresponding to the mode switching process control instruction set under the current main engine speed and torque, shaft-belt motor speed and torque are queried. The first-level local control shaft-belt motor torque and clutch oil pressure respectively change the torque and oil pressure according to the instruction set query results until the shaft-belt motor torque reaches the specified torque and the shaft-belt motor clutch oil pressure reaches the specified oil pressure to suppress mode switching fluctuations. The mode switching process can be found in Figure 4 .

[0053] Step 6: The shaft-driven motor torque and the shaft-driven motor clutch oil pressure reach the specified values, and the mode switching ends.

[0054] Further optimization, in step 2, the friction work of the shaft-belt motor clutch is:

[0055]

[0056] Where W is the friction work of the shaft-driven motor clutch; t start , t end Respectively represent the time when the shaft motor clutch starts to engage and locks; T slip is the shaft motor clutch torque; ω e_2 is the output speed of the shaft-driven motor clutch; ω m is the shaft motor speed; t represents time, t1 = t end -t star .

[0057] The stern shaft speed overshoot rate is:

[0058]

[0059] Among them, θ os is the stern shaft speed overshoot rate; ω s,ext is the extreme value of the stern shaft speed during mode switching, ω ss This is the stable speed value of the stern shaft after the mode is switched.

[0060] The stern shaft rotation fluctuation is:

[0061]

[0062] Among them, j s is the stern axis rotation wave function; J s is the stern shaft rotation fluctuation value, which is |js |Function maximum; ω s is the stern shaft speed; t represents time.

[0063] The comprehensive smoothness index is the sum of the normalized weighted values of the clutch slip power, the stern shaft speed overshoot rate, and the stern shaft rotation fluctuation:

[0064]

[0065] Where O is the comprehensive ride comfort index; α, β, and χ are constants, α+β+χ=1; i is the i-th generation in the intelligent swarm optimization algorithm; W i ,θ os,i and J s,i are the local optimal shaft motor clutch slip power, stern shaft speed overshoot rate and stern shaft rotation fluctuation of the i-th generation intelligent swarm optimization algorithm; W min ,θ os,min and J s,min are the minimum value of the shaft-driven motor clutch slip power, the stern shaft speed overshoot rate and the stern shaft rotation fluctuation respectively; W max ,θ os,max and J s,max They are respectively the maximum value of the shaft-driven motor clutch slip power, the stern shaft speed overshoot rate and the stern shaft rotation fluctuation.

[0066] Further optimization, in step 2, different mode switching initial physical conditions include main engine speed and main engine torque.

[0067] Further optimization, in step 3, the energy management system's own operating logic is a programmable energy management strategy.

[0068] Further optimization, in step 4, the external environment sensors include GPS, flow meter, and anemometer; the power system status sensors include main engine speed and torque sensor, shaft motor speed and torque sensor, and stern shaft speed and torque sensor.

[0069] According to the method for suppressing fluctuations during hybrid ship mode switching of the present invention, the optimization is performed by taking the switching process from main engine propulsion to hybrid propulsion mode as an example. Figure 5 As shown, Figure 5 a) Figure 5 b) are the shaft motor torque and shaft motor clutch oil pressure control references obtained by offline optimization for the initial physical conditions of a certain mode switching. Figure 6The results of the main engine, shaft drive motor, stern shaft torque, and speed comparisons between the actual ship design prototype and the improved particle swarm optimization algorithm are shown. Through this optimization process, the stern shaft power continuity indicators (stern shaft speed overshoot rate and stern shaft rotation fluctuation) were suppressed by 86.32% and 52.01%, respectively. The clutch friction loss indicator (shaft drive motor clutch slip work) was suppressed by 24.91%. In addition, the mode switching time was reduced from 3s to 2.1s, a reduction of one-third. This shows that the method of the present invention can effectively suppress the mode switching time, stern shaft power continuity, and clutch friction loss when switching between ship hybrid power modes.

[0070] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0071] The embodiments of the present invention are described above in conjunction with the accompanying drawings, but the present invention is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of the present invention, ordinary technicians in this field can also make many forms without departing from the scope of protection of the present invention and the claims, all of which are protected by the present invention.

Claims

1. A method for suppressing fluctuations during hybrid ship mode switching, characterized in that: The process of switching a ship's hybrid power system from a main engine propulsion mode to a hybrid power propulsion mode or a shaft generator propulsion mode includes the following steps: Step 1: Establish a hybrid power system numerical model based on the physical parameters of each component of the ship hybrid power system, transmission principle and ship kinematics; Step 2: Using a swarm intelligence optimization algorithm, with the goal of minimizing the comprehensive smoothness index, which includes the shaft-belt motor clutch friction work, stern shaft speed overshoot rate, and stern shaft rotation fluctuation, the optimal control planning curves for the shaft-belt motor torque and shaft-belt motor clutch oil pressure corresponding to the hybrid system numerical model during the mode switching period are calculated for different initial physical conditions of the mode switching. The sliding friction work of the shaft-belt motor clutch is: Where W is the friction work of the shaft-driven motor clutch; t start , t end Respectively represent the time when the shaft motor clutch starts to engage and locks; T slip is the shaft motor clutch torque; ω e_2 is the output speed of the shaft-driven motor clutch; ω m is the shaft motor speed; t represents time, t1 = t end -t star ; The stern shaft speed overshoot rate is: Among them, θ os is the stern shaft speed overshoot rate; ω s,ext is the extreme value of the stern shaft speed during mode switching, ω ss The stern shaft stabilizes its speed after the mode is switched; The stern shaft rotation fluctuation is: Among them, j s is the stern axis rotation wave function; J s is the stern shaft rotation fluctuation value, which is |j s |Function maximum; ω s is the stern shaft speed; t represents time; Step 3: Arrange all the calculated optimal control planning curves into a mode switching process control instruction set, and integrate the instruction set into the energy management system's own operation logic through serial communication; Step 4: During the actual navigation of the ship, the energy management system determines whether to switch from the main engine propulsion mode to the hybrid propulsion mode or the shaft generator propulsion mode based on the external environment sensor, the power system status sensor and the required speed. If so, the process proceeds to step 5; otherwise, repeat step 4; Step 5. After the energy management system receives the instruction to switch the main engine propulsion mode to the hybrid propulsion mode or the shaft-driven power generation propulsion mode, the energy management system sends the shaft-driven motor acceleration instruction, the main engine maintains the current speed instruction, and the shaft-driven motor clutch maintains the separation state instruction until the difference between the shaft-driven motor speed and the shaft-driven motor clutch output end speed is within the set mode switching threshold. At the same time, the energy management system queries the shaft-driven motor torque and shaft-driven motor clutch oil pressure planning curves corresponding to the mode switching process control instruction set under the current main engine speed and torque, shaft-driven motor speed and torque. The first-level local control shaft-driven motor torque and clutch oil pressure respectively change the torque and oil pressure according to the instruction set query results until the shaft-driven motor torque reaches the specified torque and the shaft-driven motor clutch oil pressure reaches the specified oil pressure, so as to suppress mode switching fluctuations. Step 6: The shaft-driven motor torque and the shaft-driven motor clutch oil pressure reach the specified values, and the mode switching ends.

2. The method for suppressing fluctuations during hybrid ship mode switching according to claim 1, characterized in that: The ship hybrid power system includes a main engine, a shaft motor, a main engine clutch, a shaft motor clutch, a gearbox, a stern shaft and a propulsion device; the main engine and the shaft motor are connected to the input end of the gearbox in parallel through the main engine clutch and the motor clutch respectively; the output end of the gearbox is connected to the stern shaft, and the stern shaft is connected to the propulsion device.

3. The method for suppressing fluctuations during hybrid ship mode switching according to claim 1, characterized in that: The ship hybrid power system includes four propulsion modes: engine propulsion, shaft generator propulsion, shaft motor propulsion and hybrid power propulsion.

4. The method for suppressing fluctuations during hybrid ship mode switching according to claim 1, characterized in that: The control of the ship hybrid power system includes a first-level local control, a second-level power control and a third-level energy management control; the first-level local control directly controls the various components of the ship hybrid power system; the second-level power control controls the power of the main engine, shaft motor and power generation equipment; the third-level energy management control issues demand power or demand status instructions to each component according to its own operating logic.

5. The method for suppressing fluctuations during hybrid ship mode switching according to claim 1, characterized in that: In step 2, the comprehensive smoothness index is the sum of the normalized weighted values of the clutch slip power, the stern shaft speed overshoot rate, and the stern shaft rotation fluctuation: Where O is the comprehensive ride comfort index; α, β, and χ are constants, α+β+χ=1; i is the i-th generation in the intelligent swarm optimization algorithm; W i ,θ os,i and J s,i are the local optimal shaft motor clutch slip power, stern shaft speed overshoot rate and stern shaft rotation fluctuation of the i-th generation intelligent swarm optimization algorithm; W min ,θ os,min and J s,min are the minimum value of the shaft-driven motor clutch slip power, the stern shaft speed overshoot rate and the stern shaft rotation fluctuation respectively; W max ,θ os,max and J s,max They are respectively the maximum value of the shaft-driven motor clutch slip power, the stern shaft speed overshoot rate and the stern shaft rotation fluctuation.

6. The method for suppressing fluctuations during hybrid ship mode switching according to claim 1, characterized in that: In step 2, different mode switching initial physical conditions include main engine speed and main engine torque.

7. The method for suppressing fluctuations during hybrid ship mode switching according to claim 1, characterized in that: In step 4, the external environment sensors include GPS, a flow meter, and an anemometer; the power system state sensors include a main engine speed and torque sensor, a shaft motor speed and torque sensor, and a stern shaft speed and torque sensor.

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