Main and auxiliary power hybrid ship power motor control method and system and storage medium

Abstract

The invention relates to the technical field of hybrid power ship control, in particular to a main and auxiliary power hybrid ship power motor control method and system and a storage medium. The main and auxiliary power hybrid ship power motor control method comprises the following steps: acquiring a target speed and an actual speed of a ship, and judging a ship motion state based on the target speed and the actual speed; based on different ship motion states, real-time host power under different ship motion states is obtained, and independent ship preset modes are divided. According to the main and auxiliary power hybrid ship power motor control method, the target speed and the actual speed of the ship are obtained in real time, the motion state of the ship is accurately judged, the real-time main engine power in different motion states is obtained accordingly, and independent ship preset modes are divided. According to the method, accurate prediction and dynamic response to the ship power demand are realized, and the operation efficiency and stability of a ship power system are effectively improved.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid power ship control, and in particular to a main-auxiliary power hybrid ship power motor control method, system and storage medium. Background Art

[0002] With the continuous development of ship technology, the optimization and control of the power system of main-auxiliary hybrid ships as a new type of ship has become a hot topic of research. Traditional ship power systems often rely on a single main engine or power source. This design has certain limitations in energy efficiency and power response. Main-auxiliary hybrid ships, on the other hand, introduce auxiliary power sources (such as electric motors) to work together with the main engine to achieve more efficient and flexible power output.

[0003] However, the power system control of main and auxiliary power hybrid ships also faces new challenges. How to reasonably allocate the power output of the main engine and auxiliary power source according to the actual motion state and target requirements of the ship to achieve optimal control of the power system is an urgent problem to be solved.

[0004] Most of the existing ship power system control methods are based on fixed control strategies or preset control parameters, which are difficult to adapt to the dynamic needs of ships in different motion states. In particular, in different motion states such as acceleration, deceleration and constant speed, the power output of the main engine and the power distribution of the auxiliary power source require more sophisticated and flexible control strategies. Summary of the invention

[0005] In view of the technical problems existing in the prior art, the present invention provides a main-auxiliary hybrid ship power motor control method to solve the problem that the above-mentioned ship power system control method is difficult to adapt to the dynamic requirements of the ship under different motion states.

[0006] The technical solution of the present invention to solve the above technical problem is as follows: A method for controlling a main-auxiliary hybrid ship power motor comprises the following steps:

[0007] Obtain the target speed and actual speed of the ship, and determine the ship's motion state based on the target speed and actual speed;

[0008] Based on different ship motion states, obtain the real-time main engine power under different ship motion states and divide independent ship preset modes;

[0009] In different ship preset modes, the real-time auxiliary power output of the motor is controlled based on the real-time main engine power.

[0010] Based on the above technical solution, the present invention can also be improved as follows.

[0011] Furthermore, the preset modes of the ship include an acceleration mode, a constant speed mode and a deceleration mode.

[0012] Further, in the acceleration mode, the real-time host power is increased, and the real-time auxiliary power is controlled to smooth the acceleration process.

[0013] Further, controlling the real-time auxiliary power to smooth the acceleration process includes the following steps:

[0014] Based on the actual acceleration data of the host, obtain the host acceleration performance parameters;

[0015] Based on the actual response data of the motor, the motor acceleration performance parameters are obtained;

[0016] Based on the host acceleration performance parameters and the motor acceleration performance parameters, an acceleration mode motor control model is established;

[0017] Based on the acceleration mode motor control model, the optimal real-time auxiliary power of the motor in acceleration mode is calculated.

[0018] Furthermore, the host acceleration performance parameters include the acceleration and rotation speed of the host; the motor acceleration performance parameters include the response time and output power of the motor;

[0019] The acceleration mode motor control model is calculated using an acceleration mode dynamic adjustment formula, and the acceleration mode dynamic adjustment formula includes:

[0020] P optimal (t) = f(a host (t), n host (t), t response (t), P motor (t),K1,K2,...,Kn);

[0021] in:

[0022] P optimal (t) represents the optimal real-time auxiliary power of the motor at time t;

[0023] a host (t) represents the acceleration of the host at time t;

[0024] n host (t) represents the rotation speed of the host at time t;

[0025] t response (t) represents the response time of the motor at time t;

[0026] P motor (t) represents the output power of the motor at time t;

[0027] K1, K2,…, Kn represent model parameters.

[0028] Further, in the deceleration mode, the real-time host power decreases, and the real-time auxiliary power is controlled to smooth the deceleration process.

[0029] Further, controlling the real-time auxiliary power to smooth the deceleration process includes the following steps:

[0030] Obtain the real-time deceleration performance parameters of the host and the real-time response data of the motor, and establish a deceleration mode motor control model;

[0031] Based on the motor control model in deceleration mode, the optimal real-time auxiliary power of the motor in deceleration mode is calculated.

[0032] Furthermore, the real-time deceleration performance parameters include the deceleration and speed reduction rate of the host; the real-time response data includes the response time and output power of the motor;

[0033] The deceleration mode motor control model is calculated using a deceleration mode dynamic adjustment formula, and the deceleration mode dynamic adjustment formula includes:

[0034] P aux,decel (t)= f (a decel (t), n ′ decel (t), t response (t),

[0035] P motor (t),K1 ′ ,K2 ′ ,K3 ′ ,...,Km ′ );

[0036] P aux,decel (t) represents the optimal real-time auxiliary power of the motor in the deceleration mode at time t;

[0037] a decel (t) represents the deceleration of the host at time t;

[0038] n ′ decel (t) represents the speed decrease rate of the host at time t;

[0039] t response (t) represents the response time of the motor at time t;

[0040] P motor (t) represents the output power of the motor at time t;

[0041] K1′, K2′, …, Km′ represent the model parameters in the deceleration mode.

[0042] Furthermore, in the uniform speed mode, the real-time host power fluctuates slightly, and the real-time auxiliary power is controlled to stabilize the uniform speed process.

[0043] Further, controlling the real-time auxiliary power to stabilize the uniform speed process includes the following steps:

[0044] Real-time monitoring of the actual power output of the host P_main(t), where t represents time;

[0045] Based on the target speed V_target of the ship, a stable target power P_stable of the main engine is set, wherein the target power P_stable of the main engine is the power required for the ship to maintain a constant speed at the target speed;

[0046] Calculate the power deviation ΔP(t) between the actual power output P_main(t) and the host target stable power P_stable;

[0047] ΔP(t)=P_main(t)-P_stable;

[0048] Based on the power deviation ΔP(t), the motor auxiliary power P_aux(t) is dynamically adjusted to compensate for the fluctuation of the host power;

[0049] P_aux(t)=K_p*ΔP(t)+K_i*ΣΔP(t)dt+K_d*dΔP(t) / dt;

[0050] P_main(t): The host power monitored in real time, changing with time t;

[0051] P_stable: stable host power corresponding to target speed;

[0052] ΔP(t): The deviation between the host power monitored in real time and the target stable power;

[0053] P_aux(t): power of the auxiliary motor, which changes with time t;

[0054] K_p: Proportional coefficient, used to control the immediacy of adjustment.

[0055] K_i: Integral coefficient, used to eliminate static error.

[0056] K_d: differential coefficient, used to improve the dynamic response speed and stability of the system;

[0057] ΣΔP(t)dt represents the integral of the power deviation;

[0058] dΔP(t) / dt represents the differential of the power deviation.

[0059] The present invention also provides a main-auxiliary hybrid ship power motor control system, the control system comprising:

[0060] Ship target speed calculation module, used to obtain the ship target speed;

[0061] The ship actual speed calculation module is used to obtain the ship actual speed;

[0062] The ship motion state calculation module is used to determine the ship motion state based on the target speed and the actual speed;

[0063] Real-time main engine power calculation module, used to obtain the real-time main engine power under different ship motion states and divide independent ship preset modes;

[0064] The motor real-time auxiliary power control module is used to control the real-time auxiliary power output by the motor based on the real-time main engine power in different ship preset modes.

[0065] The present invention also provides a computer-readable storage medium, wherein a computer program is stored on the computer-readable storage medium, and the computer program is executed by a processor to execute the steps of the main and auxiliary power hybrid ship power motor control method as described above.

[0066] Moreover, compared with the prior art, the present invention has at least the following beneficial effects:

[0067] The main and auxiliary power hybrid ship power motor control method provided by the present invention obtains the target speed and actual speed of the ship in real time, accurately judges the motion state of the ship, and obtains the real-time main engine power under different motion states accordingly, and divides independent ship preset modes. This method realizes accurate prediction and dynamic response to the ship power demand, and effectively improves the operating efficiency and stability of the ship power system.

[0068] In different ship preset modes such as acceleration, constant speed and deceleration, the present invention controls the real-time auxiliary power output of the motor to complement the power output of the main engine, thereby meeting the power requirements of the ship under different navigation conditions. In particular, during the acceleration and deceleration process, by dynamically adjusting the auxiliary power of the motor, smooth acceleration and deceleration control is achieved, power fluctuations and instability are avoided, and the navigation safety and comfort of the ship are improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0069] Figure 1 It is a schematic diagram of the process of the present invention;

[0070] Figure 2 It is a schematic diagram of the control principle of the present invention. DETAILED DESCRIPTION

[0071] The principles and features of the present invention are described below in conjunction with the accompanying drawings. The examples given are only used to explain the present invention and are not used to limit the scope of the present invention.

[0072] It should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integrally formed structure. For ordinary technicians in this field, the specific meanings of such terms in this patent can be understood according to specific circumstances.

[0073] Embodiment 1

[0074] This embodiment provides a method for controlling a main-auxiliary hybrid ship power motor, comprising the following steps:

[0075] Obtain the target speed and actual speed of the ship, and determine the ship's motion state based on the target speed and actual speed;

[0076] Based on different ship motion states, obtain the real-time main engine power under different ship motion states and divide independent ship preset modes;

[0077] In different ship preset modes, the real-time auxiliary power output of the motor is controlled based on the real-time main engine power.

[0078] like Figure 1 As shown in FIG. 1 , the method first determines the current motion state of the ship by obtaining the target speed and actual speed of the ship. This step is to ensure that the control system can accurately understand whether the ship is in an acceleration, deceleration, constant speed or other specific motion state.

[0079] Next, according to the different motion states of the ship, the system will obtain the real-time main engine power and divide it into independent ship preset modes accordingly. These preset modes are set according to the power characteristics required by the ship in different motion states, aiming to ensure that the ship can get appropriate power support in various situations.

[0080] Finally, in different ship preset modes, the control system controls the auxiliary power output of the motor according to the real-time main engine power. This means that when the ship needs more or less power, the motor can increase or decrease its output power accordingly to complement the main engine power and meet the power needs of the ship.

[0081] As an implementation method, the ship preset mode includes an acceleration mode, a constant speed mode and a deceleration mode, which means that the control system will select the corresponding preset mode for power distribution and control according to whether the ship is currently in an acceleration, constant speed or deceleration state.

[0082] As an implementation mode, in the acceleration mode, the real-time host power is increased, and the real-time auxiliary power is controlled to smooth the acceleration process.

[0083] Specifically, controlling the real-time auxiliary power to smooth the acceleration process includes the following steps:

[0084] Based on the actual acceleration data of the host, obtain the host acceleration performance parameters;

[0085] Based on the actual response data of the motor, the motor acceleration performance parameters are obtained;

[0086] Based on the host acceleration performance parameters and the motor acceleration performance parameters, an acceleration mode motor control model is established;

[0087] Based on the acceleration mode motor control model, the optimal real-time auxiliary power of the motor in acceleration mode is calculated.

[0088] The host acceleration performance parameters include the host acceleration and speed; the motor acceleration performance parameters include the motor response time and output power;

[0089] The acceleration mode motor control model is calculated using an acceleration mode dynamic adjustment formula, and the acceleration mode dynamic adjustment formula includes:

[0090] P optimal (t) = f(a host (t), n host (t), t response (t), P motor (t),K1,K2,...,Kn);

[0091] in:

[0092] P optimal (t) represents the optimal real-time auxiliary power of the motor at time t;

[0093] a host (t) represents the acceleration of the host at time t;

[0094] n host (t) represents the rotation speed of the host at time t;

[0095] t response (t) represents the response time of the motor at time t;

[0096] P motor (t) represents the output power of the motor at time t;

[0097] K1, K2,…, Kn represent model parameters.

[0098] The system obtains the acceleration performance parameters of the host based on the actual acceleration data of the host, including the acceleration and speed of the host. At the same time, the system also obtains the acceleration performance parameters of the motor based on the actual response data of the motor, including the response time and output power of the motor. These performance parameters provide basic data for the subsequent motor control model.

[0099] Next, the system uses the acceleration performance parameters of the host and motor to establish a motor control model in acceleration mode. This model is a dynamic adjustment model that can calculate the optimal real-time auxiliary power of the motor based on the real-time host and motor performance parameters.

[0100] In the acceleration mode motor control model, the system uses an acceleration mode dynamic adjustment formula. This formula takes into account multiple factors, including the acceleration and speed of the host at time t, and the response time and output power of the motor at time t. By combining these factors with the model parameters (K1, K2, ..., Kn), the formula can calculate the optimal real-time auxiliary power of the motor at any time t in the acceleration mode.

[0101] The calculation process of the optimal real-time auxiliary power is a dynamic adjustment process, which ensures that the motor can smoothly output auxiliary power during acceleration, complementing the power output of the host, thereby avoiding power fluctuations and instability during acceleration.

[0102] As an implementation mode, in the deceleration mode, the real-time host power is reduced, and the real-time auxiliary power is controlled to smooth the deceleration process.

[0103] Specifically, controlling the real-time auxiliary power to smooth the deceleration process includes the following steps:

[0104] Obtain the real-time deceleration performance parameters of the host and the real-time response data of the motor, and establish a deceleration mode motor control model;

[0105] Based on the motor control model in deceleration mode, the optimal real-time auxiliary power of the motor in deceleration mode is calculated.

[0106] The real-time deceleration performance parameters include the deceleration rate and the speed reduction rate of the host; the real-time response data includes the response time and output power of the motor;

[0107] The deceleration mode motor control model is calculated using a deceleration mode dynamic adjustment formula, and the deceleration mode dynamic adjustment formula includes:

[0108] P aux,decel (t)= f (a decel (t), n ′ decel (t), tresponse (t),

[0109] P motor (t),K1 ′ ,K2 ′ ,K3 ′ ,...,Km ′ );

[0110] P aux,decel (t) represents the optimal real-time auxiliary power of the motor in the deceleration mode at time t;

[0111] a decel (t) represents the deceleration of the host at time t;

[0112] n ′ decel (t) represents the speed decrease rate of the host at time t;

[0113] t response (t) represents the response time of the motor at time t;

[0114] P motor (t) represents the output power of the motor at time t;

[0115] K1′, K2′, …, Km′ represent the model parameters in the deceleration mode.

[0116] When the ship needs to slow down, the system first obtains the real-time deceleration performance parameters of the main engine, including the deceleration rate and speed drop rate of the main engine. These parameters reflect the dynamic characteristics of the main engine during the deceleration process. At the same time, the system also obtains the real-time response data of the motor, including the response time and output power of the motor. These data reflect the response speed of the motor after receiving the deceleration command and the auxiliary braking force it can provide.

[0117] Next, the system uses the real-time deceleration performance parameters of the host and the real-time response data of the motor to establish a motor control model in deceleration mode. This model is a dynamic adjustment model that can calculate the optimal real-time auxiliary power of the motor based on the real-time deceleration requirements and motor performance.

[0118] In the deceleration mode motor control model, the system uses a deceleration mode dynamic adjustment formula. This formula takes into account multiple factors, including the host's deceleration and speed drop rate at time t, as well as the motor's response time and output power at time t. By combining these factors with the model parameters (K1', K2', ..., Km') in the deceleration mode, the formula can calculate the optimal real-time auxiliary power of the motor at any time t in the deceleration mode.

[0119] The calculation process of the optimal real-time auxiliary power is a dynamic adjustment process, which ensures that the motor can smoothly output auxiliary power during the deceleration process, complementing the power output of the main engine, thereby avoiding power fluctuations and instability during the deceleration process. At the same time, by reasonably adjusting the auxiliary power of the motor, more precise and smooth deceleration control can be achieved, reducing the impact on the ship structure and equipment.

[0120] As an implementation mode, in the uniform speed mode, the real-time host power fluctuates slightly, and the real-time auxiliary power is controlled to stabilize the uniform speed process.

[0121] Specifically, controlling the real-time auxiliary power to stabilize the uniform speed process includes the following steps:

[0122] Real-time monitoring of the actual power output of the host P_main(t), where t represents time;

[0123] Based on the target speed V_target of the ship, a stable target power P_stable of the main engine is set, wherein the target power P_stable of the main engine is the power required for the ship to maintain a constant speed at the target speed;

[0124] Calculate the power deviation ΔP(t) between the actual power output P_main(t) and the host target stable power P_stable;

[0125] ΔP(t)=P_main(t)-P_stable;

[0126] Based on the power deviation ΔP(t), the motor auxiliary power P_aux(t) is dynamically adjusted to compensate for the fluctuation of the host power;

[0127] P_aux(t)=K_p*ΔP(t)+K_i*ΣΔP(t)dt+K_d*dΔP(t) / dt;

[0128] P_main(t): The host power monitored in real time, changing with time t;

[0129] P_stable: stable host power corresponding to target speed;

[0130] ΔP(t): The deviation between the host power monitored in real time and the target stable power;

[0131] P_aux(t): power of the auxiliary motor, which changes with time t;

[0132] K_p: Proportional coefficient, used to control the immediacy of adjustment.

[0133] K_i: Integral coefficient, used to eliminate static error.

[0134] K_d: differential coefficient, used to improve the dynamic response speed and stability of the system;

[0135] ΣΔP(t)dt represents the integral of the power deviation;

[0136] dΔP(t) / dt represents the differential of the power deviation.

[0137] These coefficients are set according to the specific parameters of the ship and experimental data to ensure the effectiveness and stability of the dynamic adjustment.

[0138] When the ship is traveling at a constant speed, the primary task of the system is to ensure that the power output of the main engine is stable at a certain level, which is the stable power (P_stable) required to keep the ship traveling at a constant speed at the target speed. However, due to various external factors and internal disturbances, the actual power output of the main engine (P_main(t)) often fluctuates slightly.

[0139] To compensate for these fluctuations, the system first monitors the actual power output of the host in real time, compares it with the preset host target stable power, and calculates the power deviation (ΔP(t)) between the two. This power deviation reflects the gap between the current host power output and the target stable power.

[0140] Next, the system uses a dynamic adjustment mechanism to adjust the auxiliary power (P_aux(t)) of the motor to compensate for this power deviation. This dynamic adjustment mechanism is based on a control algorithm that combines three control coefficients: proportional (K_p), integral (K_i) and differential (K_d).

[0141] The proportional coefficient (K_p) is used to control the immediacy of the adjustment, that is, when a power deviation occurs, the system can respond quickly and adjust the auxiliary power of the motor.

[0142] The integral coefficient (K_i) is used to eliminate static errors, that is, by accumulating past power deviations, the system can gradually adjust the auxiliary power of the motor to eliminate long-term small deviations.

[0143] The differential coefficient (K_d) is used to improve the dynamic response speed and stability of the system, that is, the system can predict future adjustment needs according to the changing trend of power deviation and make adjustments in advance.

[0144] Through the synergistic effect of these three control coefficients, the system can dynamically adjust the motor auxiliary power to compensate for the power fluctuations of the main engine and keep the ship traveling at a constant speed at the target speed.

[0145] Embodiment 2

[0146] like Figure 2As shown, this embodiment also provides a main-auxiliary hybrid ship power motor control system, the control system includes:

[0147] Ship target speed calculation module, used to obtain the ship target speed;

[0148] The ship actual speed calculation module is used to obtain the ship actual speed;

[0149] The ship motion state calculation module is used to determine the ship motion state based on the target speed and the actual speed;

[0150] Real-time main engine power calculation module, used to obtain the real-time main engine power under different ship motion states and divide independent ship preset modes;

[0151] The motor real-time auxiliary power control module is used to control the real-time auxiliary power output by the motor based on the real-time main engine power in different ship preset modes.

[0152] These modules work closely together to form an efficient and precise power motor control system. Through real-time monitoring and dynamic adjustment, the system can ensure that the ship can maintain stable power output and high operating efficiency under various sailing conditions. At the same time, the flexibility of the system also enables it to adapt to different sailing missions and ship types, providing a strong guarantee for the safe, economical and environmentally friendly operation of ships.

[0153] Embodiment 3

[0154] This embodiment also provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the main-auxiliary hybrid ship power motor control method are executed.

[0155] Those skilled in the art will appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professional and technical personnel can use different methods to implement the described functions for each specific application, but such implementation should not be considered to be beyond the scope of this application.

[0156] It should be noted that, in this article, the terms "include", "comprising" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. Unless otherwise clearly specified and limited, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0157] Although the preferred embodiments of the present invention have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0158] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for controlling a main-auxiliary hybrid ship power motor, characterized in that: The steps include: Obtain the target speed and actual speed of the ship, and determine the ship's motion state based on the target speed and actual speed; Based on different ship motion states, obtain the real-time main engine power under different ship motion states and divide independent ship preset modes; In different ship preset modes, the real-time auxiliary power output of the motor is controlled based on the real-time main engine power.

2. The main and auxiliary power hybrid ship power motor control method according to claim 1 is characterized in that: The ship preset modes include an acceleration mode, a constant speed mode and a deceleration mode.

3. The main-auxiliary hybrid ship power motor control method according to claim 2 is characterized in that: In acceleration mode, the real-time host power is increased, and the real-time auxiliary power is controlled to smooth the acceleration process.

4. The main and auxiliary power hybrid ship power motor control method according to claim 3 is characterized in that: Controlling the real-time auxiliary power to smooth the acceleration process includes the following steps: Based on the actual acceleration data of the host, obtain the host acceleration performance parameters; Based on the actual response data of the motor, the motor acceleration performance parameters are obtained; Based on the host acceleration performance parameters and the motor acceleration performance parameters, an acceleration mode motor control model is established; Based on the acceleration mode motor control model, the optimal real-time auxiliary power of the motor in acceleration mode is calculated.

5. The main-auxiliary hybrid ship power motor control method according to claim 4 is characterized in that: The host acceleration performance parameters include the acceleration and rotation speed of the host; the motor acceleration performance parameters include the response time and output power of the motor; The acceleration mode motor control model is calculated using an acceleration mode dynamic adjustment formula, and the acceleration mode dynamic adjustment formula includes: P optimal (t)=f(a host (t),n host (t),t response (t),P motor (t),K1,K2,...,Kn); in: P optimal (t) represents the optimal real-time auxiliary power of the motor at time t; a host (t) represents the acceleration of the host at time t; n host (t) represents the rotation speed of the host at time t; t response (t) represents the response time of the motor at time t; P motor (t) represents the output power of the motor at time t; K1, K2,…, Kn represent model parameters.

6. The main and auxiliary power hybrid ship power motor control method according to claim 2 is characterized in that: In the deceleration mode, the real-time host power decreases, and the real-time auxiliary power is controlled to smooth the deceleration process.

7. The main-auxiliary hybrid ship power motor control method according to claim 6 is characterized in that: Controlling the real-time auxiliary power to smooth the deceleration process includes the following steps: Obtain the real-time deceleration performance parameters of the host and the real-time response data of the motor, and establish a deceleration mode motor control model; Based on the motor control model in deceleration mode, the optimal real-time auxiliary power of the motor in deceleration mode is calculated.

8. The main-auxiliary hybrid ship power motor control method according to claim 7 is characterized in that: The real-time deceleration performance parameters include the deceleration rate and the speed reduction rate of the host; the real-time response data includes the response time and output power of the motor; The deceleration mode motor control model is calculated using a deceleration mode dynamic adjustment formula, and the deceleration mode dynamic adjustment formula includes: P aux,decel (t)= f (a decel (t),n′ decel (t),t response (t), P motor (t),K1′,K2′,K3′,...,Km′); P aux,decel (t) represents the optimal real-time auxiliary power of the motor in the deceleration mode at time t; a decel (t) represents the deceleration of the host at time t; n′ decel (t) represents the speed decrease rate of the host at time t; t response (t) represents the response time of the motor at time t; P motor (t) represents the output power of the motor at time t; K1′, K2′, …, Km′ represent the model parameters in the deceleration mode.

9. The main and auxiliary power hybrid ship power motor control method according to claim 2, characterized in that: In the uniform speed mode, the real-time host power fluctuates slightly, and the real-time auxiliary power is controlled to stabilize the uniform speed process.

10. The main-auxiliary hybrid ship power motor control method according to claim 9, characterized in that: The process of controlling the real-time auxiliary power to stabilize the uniform speed includes the following steps: Real-time monitoring of the actual power output of the host P_main(t), where t represents time; Based on the target speed V_target of the ship, a stable target power P_stable of the main engine is set, wherein the target power P_stable of the main engine is the power required for the ship to maintain a constant speed at the target speed; Calculate the power deviation ΔP(t) between the actual power output P_main(t) and the host target stable power P_stable; ΔP(t)=P_main(t)-P_stable; Based on the power deviation ΔP(t), the motor auxiliary power P_aux(t) is dynamically adjusted to compensate for the fluctuation of the host power; P_aux(t)=K_p*ΔP(t)+K_i*ΣΔP(t)dt+K_d*dΔP(t) / dt; P_main(t): The host power monitored in real time, changing with time t; P_stable: stable host power corresponding to target speed; ΔP(t): The deviation between the host power monitored in real time and the target stable power; P_aux(t): power of the auxiliary motor, which changes with time t; K_p: Proportional coefficient, used to control the immediacy of adjustment. K_i: Integral coefficient, used to eliminate static error. K_d: differential coefficient, used to improve the dynamic response speed and stability of the system; ΣΔP(t)dt represents the integral of the power deviation; dΔP(t) / dt represents the differential of the power deviation.

11. A main-auxiliary hybrid ship power motor control system, characterized in that: The control system comprises: Ship target speed calculation module, used to obtain the ship target speed; The ship actual speed calculation module is used to obtain the ship actual speed; The ship motion state calculation module is used to determine the ship motion state based on the target speed and the actual speed; Real-time main engine power calculation module, used to obtain the real-time main engine power under different ship motion states and divide independent ship preset modes; The motor real-time auxiliary power control module is used to control the real-time auxiliary power output by the motor based on the real-time main engine power in different ship preset modes.

12. A computer-readable storage medium, characterized in that: The computer readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the main-auxiliary hybrid ship power motor control method according to any one of claims 1 to 10 are executed.

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