A method, system and storage medium for controlling a main-auxiliary hybrid ship power motor

Abstract

The present invention relates to the field of hybrid power ship control technology, specifically a main-auxiliary power hybrid ship power motor control method, system and storage medium; the main-auxiliary power hybrid ship power motor control method includes the following steps: obtaining the target speed and actual speed of the ship, and judging the ship's motion state based on the target speed and actual speed; based on different ship motion states, obtaining the real-time main engine power under different ship motion states, and dividing independent ship preset modes. The main-auxiliary power hybrid ship power motor control method provided by the present invention accurately judges the ship's motion state by obtaining the target speed and actual speed of the ship in real time, 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's power demand, effectively improving the operating efficiency and stability of the ship's power system.

Description

Technical Field

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

[0002] With the continuous development of marine technology, hybrid ships, as a new type of ship, have become a hot topic of research, with the optimization and control of their power systems becoming a hot topic. Traditional ship propulsion systems often rely on a single main engine or power source, which has certain limitations in terms of energy efficiency and power response. 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, hybrid power systems for ships with both main and auxiliary propulsion systems face new challenges. The challenge is to rationally allocate the power output of the main and auxiliary power sources based on the ship's actual motion state and target requirements to achieve optimal control of the power system.

[0004] Existing ship propulsion system control methods are mostly 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, under 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 present invention solves the above technical problems with the following technical solutions: 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 judge the ship's motion state based on the target speed and actual speed;

[0008] Based on different ship motion states, obtain 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] On the basis of the above technical solution, the present invention can also be improved as follows.

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

[0012] Furthermore, 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] Furthermore, 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 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 host acceleration and speed; the motor acceleration performance parameters include the motor response time and output power;

[0019] The acceleration mode motor control model is calculated using an acceleration mode dynamic adjustment formula, which 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] Furthermore, in the deceleration mode, the real-time host power decreases, and the real-time auxiliary power is controlled to smooth the deceleration process.

[0029] Furthermore, 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 rate 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, which 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] Furthermore, 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 stable power of the main engine P_stable is set. The target stable power P_stable is the power required to keep the ship moving at 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 main engine 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, which changes with time t;

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

[0052] ΔP(t): The deviation between the real-time monitored host power 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 marine power motor control system, the control system comprising:

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

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

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

[0063] Real-time main engine power calculation module, used to obtain 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 proposed method for controlling the main and auxiliary hybrid ship motors accurately determines the ship's motion state by acquiring the ship's target and actual speeds in real time. Based on this information, the method calculates the real-time main engine power under different motion states and assigns independent ship preset modes. This method enables precise prediction and dynamic response to ship power requirements, effectively improving the operating efficiency and stability of the ship's power system.

[0068] In various preset ship modes, such as acceleration, constant speed, and deceleration, this invention controls the real-time auxiliary power output of the motor to complement the main engine's power output, thereby meeting the ship's power requirements under various navigation conditions. Specifically, during acceleration and deceleration, dynamic adjustment of the motor's auxiliary power achieves smooth acceleration and deceleration control, avoiding power fluctuations and instability, and improving navigation safety and comfort. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0070] Figure 2 Schematic diagram of the control principle of the present invention. DETAILED DESCRIPTION

[0071] The principles and features of the present invention are described below with reference to 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 expressly specified or limited, the terms "installed," "connected," and "connected" should be understood broadly. For example, they can refer to fixed connections, detachable connections, or integrated structures. Those skilled in the art will understand the specific meanings of such terms in this patent based on specific circumstances.

[0073] Example 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 judge the ship's motion state based on the target speed and actual speed;

[0076] Based on different ship motion states, obtain 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 Figure 1, the method first determines the ship's current motion state by obtaining the ship's target speed and actual speed. This step ensures that the control system can accurately understand whether the ship is accelerating, decelerating, moving at a constant speed, or in some other specific motion state.

[0079] Next, the system captures real-time engine power based on the vessel's various motion states and creates independent preset ship modes. These preset modes are designed based on the power characteristics required by the vessel in various motion states, ensuring the vessel receives appropriate power support in all situations.

[0080] Finally, in different ship preset modes, the control system controls the auxiliary power output of the motor based on 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 ship's power needs.

[0081] As an embodiment, the ship preset modes include acceleration mode, constant speed mode, and deceleration mode. This means that the control system will select the corresponding preset mode for power distribution and control based on whether the ship is currently accelerating, constant speed, or decelerating.

[0082] As an implementation mode, in 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 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, which 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 host's acceleration performance parameters based on its actual acceleration data. These parameters include acceleration and speed. Furthermore, the system obtains the motor's acceleration performance parameters based on its actual response data. These parameters include response time and output power. These performance parameters provide foundational data for subsequent motor control models.

[0099] The system then uses the acceleration performance parameters of the host and motor to establish a motor control model for 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] The acceleration mode motor control model uses a dynamic acceleration mode adjustment formula. This formula takes into account multiple factors, including the acceleration and speed of the main engine at time t, as well as the motor's response time and output power at that time. By combining these factors with the model parameters (K1, K2, ..., Kn), the formula calculates the optimal real-time auxiliary power for the motor at any time t in 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 gradually 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 speed drop 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, which 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 a ship needs to decelerate, the system first obtains the main engine's real-time deceleration performance parameters, including the main engine's deceleration rate and speed reduction rate. These parameters reflect the main engine's dynamic characteristics during deceleration. Simultaneously, the system also obtains real-time motor response data, including the motor's response time and output power. This data reflects the motor's response speed after receiving the deceleration command and the auxiliary braking force it can provide.

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

[0118] The deceleration mode motor control model employs a dynamic deceleration mode adjustment formula. This formula considers multiple factors, including the deceleration rate and speed drop rate of the main engine at time t, as well as the motor's response time and output power at time t. By combining these factors with the deceleration mode model parameters (K1', K2', ..., Km'), the formula calculates the optimal real-time auxiliary power for the motor at any time t in deceleration mode.

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

[0120] As an implementation method, 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 stable power of the main engine P_stable is set. The target stable power P_stable is the power required to keep the ship moving at 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 main engine 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, which changes with time t;

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

[0130] ΔP(t): The deviation between the real-time monitored host power 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 dynamic adjustment.

[0138] When a ship maintains a constant speed, the system's primary task is to ensure that the main engine's power output remains stable at a specific level—the stable power (P_stable) required to maintain the ship's constant speed at the target speed. However, due to various external factors and internal disturbances, the main engine's actual power output (P_main(t)) often fluctuates slightly.

[0139] To compensate for these fluctuations, the system first monitors the host's actual power output in real time, compares it with the preset host's target stable power, and calculates the power deviation (ΔP(t)) between the two. This power deviation reflects the difference 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 the 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 the 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 based on 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 auxiliary power of the motor, thereby compensating for the power fluctuations of the main engine and keeping the ship moving at a constant speed at the target speed.

[0145] Example 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's actual speed calculation module is used to obtain the ship's actual speed;

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

[0150] Real-time main engine power calculation module, used to obtain 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 adjustments, the system ensures stable power output and high operational efficiency under various navigation conditions. Furthermore, the system's flexibility allows it to adapt to different navigation missions and vessel types, providing strong support for safe, economical, and environmentally friendly vessel operations.

[0153] Example 3

[0154] This embodiment further 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 various exemplary units and algorithmic steps described in conjunction with the embodiments disclosed herein can be implemented using electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementations should not be considered 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 that includes a series of elements includes not only those elements, but also includes other elements that are not explicitly listed, or also includes elements inherent to such process, method, article or device. Unless otherwise expressly specified and limited, the terms "install", "connect" and "connect" 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 internal communication between 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 specific circumstances.

[0157] Although the preferred embodiments of the present invention have been described, those skilled in the art may make additional 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 principles of the present invention should be included in the scope of protection 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 judge the ship's motion state based on the target speed and actual speed; Based on different ship motion states, obtain real-time main engine power under different ship motion states and divide independent ship preset modes; Control the real-time auxiliary power output of the motor based on the real-time main engine power in different ship preset modes; The ship preset modes include acceleration mode, constant speed mode and deceleration mode; In acceleration mode, the real-time host power is increased, and the real-time auxiliary power is controlled to smooth the acceleration process; 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 motor acceleration performance parameters, an acceleration mode motor control model is established; Based on the acceleration mode motor control model, calculate the optimal real-time auxiliary power of the motor in acceleration mode; The host acceleration performance parameters include the host acceleration and speed; the motor acceleration performance parameters include the motor response time and output power; The acceleration mode motor control model is calculated using the acceleration mode dynamic adjustment formula; In the deceleration mode, the real-time host power is gradually reduced, and the real-time auxiliary power is controlled to smooth the deceleration process; 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; The real-time deceleration performance parameters include the deceleration rate and speed drop rate of the host; the real-time response data includes the response time and output power of the motor; 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; 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 stable power of the main engine P_stable is set. The target stable power of the main engine P_stable is the power required to keep the ship moving at 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; 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.

2. The main-auxiliary hybrid ship power motor control method according to claim 1, characterized in that: The acceleration mode dynamic adjustment formula includes: ； in: (t) represents the optimal real-time auxiliary power of the motor at time t; (t) represents the acceleration of the host at time t; (t) represents the rotation speed of the host at time t; (t) represents the response time of the motor at time t; (t) represents the output power of the motor at time t; K1, K2,…, Kn represent model parameters.

3. The main-auxiliary hybrid ship power motor control method according to claim 1, characterized in that: The deceleration mode motor control model is calculated using a deceleration mode dynamic adjustment formula, which includes: ； (t) represents the optimal real-time auxiliary power of the motor in the deceleration mode at time t; (t) represents the deceleration of the host at time t; (t) represents the speed decrease rate of the host at time t; (t) represents the response time of the motor at time t; (t) represents the output power of the motor at time t; K1′, K2′, …, Km′ represent the model parameters in the deceleration mode.

4. The main-auxiliary hybrid ship power motor control method according to claim 1, characterized in that: The power deviation ΔP(t) is calculated as follows: ； The calculation formula of the motor auxiliary power P_aux(t) is as follows: ； P_main(t): The host power monitored in real time, which changes with time t; P_stable: stable host power corresponding to target speed; ΔP(t): The deviation between the real-time monitored host power 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.

5. A main-auxiliary hybrid ship power motor control system, based on the main-auxiliary hybrid ship power motor control method according to any one of claims 1 to 4, characterized in that: The control system includes: Ship target speed calculation module, used to obtain the ship target speed; The ship's actual speed calculation module is used to obtain the ship's actual speed; The ship motion state calculation module is used to determine the ship motion state based on the target speed and actual speed; Real-time main engine power calculation module, used to obtain 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.

6. 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 4 are executed.

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