A dual mode control system for a marine electric propulsion system of a multiple redundant architecture

Abstract

The present application belongs to the technical field of ship electric propulsion, and particularly relates to a ship electric propulsion dual-mode control system with a multiple redundancy architecture, which comprises: first, accurately obtaining the actual rotating speed and electromagnetic torque of the motor through a redundant sensor group and a two-out-of-three voting logic; then, calculating the load disturbance intensity using time domain difference analysis, and combining with the propeller characteristic coefficient to calculate the deviation between the actual torque and the theoretical hydrodynamic torque, thereby generating a load anomaly index; further, generating a dynamic flexible factor with damping characteristics based on the index using a Sigmoid function and a low-pass filtering logic; finally, weighting and fusing the output instructions of the rotating speed mode and the torque mode according to the factor. The present application can accurately distinguish between normal acceleration and sea wave disturbance, realize smooth and seamless switching between static water steady speed and adverse sea condition protection mode, and effectively avoid control shock and mechanical damage.

Description

Technical Field

[0001] This invention relates to the field of marine electric propulsion technology. More specifically, this invention relates to a dual-mode control system for marine electric propulsion with a multi-redundancy architecture. Background Technology

[0002] As the core power source of modern ships, the ship's electric propulsion system needs to maintain stable operation in complex marine environments. To balance navigation efficiency and equipment safety, the control system typically employs two operating modes: closed-loop speed control to maintain a constant speed in calm water conditions, and closed-loop torque control to allow speed fluctuations in harsh sea conditions, thereby releasing mechanical stress and preventing motor overcurrent. Therefore, how to accurately and smoothly switch between these two modes under different sea conditions is a key technical challenge in the field of ship control.

[0003] Existing solutions typically employ a PID control algorithm combined with amplitude-based threshold discrimination logic. This involves the system monitoring the electromagnetic torque or current amplitude of the motor in real time, and immediately switching from speed mode to torque mode once the detected value exceeds a preset safety threshold. However, this traditional control algorithm has certain drawbacks in practical applications: First, discrimination logic based solely on absolute amplitude cannot effectively distinguish between rapid acceleration commands issued by the pilot and disorderly disturbances caused by wave impacts, easily leading to erroneous switching during emergency maneuvers and resulting in decreased speed-following performance. Second, existing algorithms lack model verification based on propeller physics characteristics, failing to accurately quantify the mismatch between load and hydrodynamic model. Finally, the traditional hard-switching method lacks a flexible transition mechanism, easily causing abrupt changes in control commands and repeated system oscillations at sea state critical points, threatening the safety of the propulsion system. Summary of the Invention

[0004] To address the technical problems of sudden changes and repeated oscillations in the control of the aforementioned propulsion system, this invention provides a dual-mode control system for ship electric propulsion with a multi-redundancy architecture, the system comprising the following modules:

[0005] The system comprises the following modules: a data acquisition module for acquiring the actual speed and electromagnetic torque of the ship's propulsion motor via a redundantly configured sensor array, and for acquiring the propeller characteristic coefficient and rated motor torque from a preset memory; a load disturbance intensity acquisition module for performing time-domain differential analysis on the actual electromagnetic torque to obtain its instantaneous rate of change, and for acquiring the load disturbance intensity at the current moment by combining it with exponential decay weights; a load anomaly index acquisition module for nonlinearly amplifying the deviation between the actual electromagnetic torque and the theoretical hydrodynamic torque obtained based on the actual speed and propeller characteristic coefficients, and for acquiring the load anomaly index at the current moment by combining the load disturbance intensity at the current moment; a dynamic flexibility factor acquisition module for acquiring a dynamic flexibility factor for balancing the weights of the speed mode and torque mode based on the difference between the load anomaly index and a preset sea state threshold using a sigmoid activation function and low-pass filtering logic; and an output command control module for acquiring the output commands of the speed mode controller and the torque mode controller, and for weighted fusion of the two output commands according to the dynamic flexibility factor to generate the final control command and complete the control.

[0006] This invention introduces a load anomaly index based on physical model verification and time-domain fluctuation analysis, which can accurately identify severe sea conditions and normal maneuvering operations. It also utilizes a dynamic flexible factor with damping characteristics to smoothly weight and fuse speed and torque control commands, thereby solving the system oscillation problem caused by traditional hard switching strategies. This enables seamless switching between the ship's steady-speed navigation in calm water and flexible engine protection mode in severe sea conditions, improving the stability and mechanical safety of the propulsion system.

[0007] Preferably, the data acquisition module includes:

[0008] Configure at least three independent speed sensors and current transformers, and use a three-out-of-two voting logic to filter and fuse the collected data to improve the reliability of the input data.

[0009] Preferably, the time-domain difference analysis is performed within a preset sliding window, and the acquisition of the exponential decay weight includes: using the natural constant as the base, using the negative of the ratio of the time interval between the current sampling point and the historical sampling points within the sliding window to the preset time decay constant as the exponent, and using the obtained power value as the exponential decay weight.

[0010] This invention utilizes a sliding window with exponentially decaying weights for time-domain difference analysis, enabling the calculation of load disturbance intensity to respond quickly to current severe fluctuations while reducing the influence of outdated data through a forgetting mechanism. This allows for a more accurate assessment of the degree of non-stationary disturbance caused by wave impact or propeller air intake at the current moment.

[0011] Preferably, the calculation of the theoretical hydrodynamic torque includes:

[0012] Multiply the square of the current actual rotational speed by the propeller characteristic coefficient.

[0013] Preferably, the nonlinear amplification processing of the deviation includes: normalizing the absolute value of the deviation by dividing it by the rated torque of the motor, and then performing logarithmic compression processing on the normalization result.

[0014] This invention normalizes and logarithmically compresses the deviation, effectively preventing calculation divergence or weight saturation caused by excessively large deviation values ​​under extreme sea conditions. At the same time, it enhances the algorithm's sensitivity to small-amplitude abnormal signals, ensuring the numerical stability of the load anomaly index over a wide dynamic range.

[0015] Preferably, the low-pass filtering logic is a first-order discrete low-pass filtering algorithm used to smooth the output value of the Sigmoid activation function.

[0016] Preferably, the acquisition of the output commands of the speed mode controller and the torque mode controller includes:

[0017] The difference between the actual speed and the target speed is input to the speed loop PID controller to obtain the output command of the speed mode controller; and the difference between the actual electromagnetic torque and the target torque is input to the torque loop controller to obtain the output command of the torque mode controller.

[0018] Preferably, the acquisition of the dynamic flexibility factor includes:

[0019] The dynamic flexibility factor at the current moment is equal to the sum of the dynamic flexibility factor at the previous moment and the dynamic adjustment step size.

[0020] The dynamic adjustment step size is the product of the preset update rate coefficient and the adjustment margin; the adjustment margin is the difference between the basic activation evaluation value and the dynamic flexibility factor at the previous moment.

[0021] Obtaining the basic activation evaluation value includes: calculating the difference between the current load anomaly index and a preset judgment threshold; multiplying the difference by a preset slope control parameter to obtain an intermediate variable; using the natural constant as the base and the negative number of the intermediate variable as the exponent, and taking the reciprocal of the sum of the obtained exponent value and the value 1 as the basic activation evaluation value.

[0022] This invention calculates the dynamic flexibility factor through a recursive formula that includes the update rate coefficient and the slope control parameter, giving the control system characteristics similar to mechanical damping. This enables it to resist interference and avoid repeated switching oscillations when facing critical sea conditions, and to flexibly adjust the sensitivity and smoothness of mode switching according to actual sea condition requirements.

[0023] Preferably, the final control command is a weighted sum of the output command of the torque mode controller at the current moment and the output command of the speed mode controller at the current moment;

[0024] The weight of the output command of the torque mode controller is the dynamic flexibility factor at the current moment; the weight of the output command of the speed mode controller is the difference between the value 1 and the dynamic flexibility factor at the current moment.

[0025] This invention uses a linear weighted formula to generate the final control command, achieving dynamic complementarity between speed control and torque control. In calm waters, speed control is dominant to maintain speed, while torque control is dominant to release mechanical stress in rough seas, thus balancing navigation economy and equipment safety.

[0026] Preferably, the acquisition of the load anomaly index includes:

[0027] Calculate the absolute difference between the actual electromagnetic torque and the theoretical hydrodynamic torque at the current moment;

[0028] The ratio of the absolute difference to the rated torque of the motor is added to the value 1 to obtain the intermediate base.

[0029] Calculate the natural logarithm of the intermediate base, and multiply the natural logarithm by the load disturbance intensity at the current moment to obtain the load anomaly index at the current moment.

[0030] The beneficial effects of this invention are as follows:

[0031] (1) This invention constructs a load anomaly index that integrates propeller physical law verification and time-domain high-frequency disturbance analysis, eliminating human-induced motor interference;

[0032] (2) This invention utilizes the Sigmoid function and low-pass filtering to generate a dynamic flexible factor with damping characteristics, thereby realizing the adaptive and seamless weighted fusion of speed and torque control commands. This reduces the problems of propulsion system oscillation and false switching under severe sea conditions, and balances navigation stability and equipment safety. Attached Figure Description

[0033] Figure 1 This is a schematic diagram illustrating a dual-mode control system for ship electric propulsion with a multi-redundancy architecture according to the present invention.

[0034] Figure 2 This is a schematic diagram showing the comparison of the actual electromagnetic torque after the data collected by three sets of torque sensors and the two-out-of-three voting process;

[0035] Figure 3 This is a schematic diagram illustrating the intensity of load disturbance;

[0036] Figure 4 This is a schematic diagram illustrating the dynamic flexibility factor. Detailed Implementation

[0037] This invention provides a dual-mode control system for ship electric propulsion with a multi-redundancy architecture. For example... Figure 1 As shown, a dual-mode control system for ship electric propulsion with a multi-redundant architecture includes a data acquisition module 100, a load disturbance intensity acquisition and control module 200, a load anomaly index acquisition module 300, a dynamic flexibility factor acquisition module 400, and an output command control module 500, which are described in detail below.

[0038] The data acquisition module 100 is used to acquire the actual speed and actual electromagnetic torque of the ship's propulsion motor through a redundantly configured sensor group; and to acquire the propeller characteristic coefficient and the motor rated torque from a preset memory, wherein the propeller characteristic coefficient characterizes the physical load relationship under ideal still water conditions.

[0039] It should be noted that the ship's propulsion system is the core of its power, and the accuracy of its sensor data directly determines the effectiveness of the control strategy. In complex electromagnetic and high-humidity salt spray environments, a single sensor is prone to drift or failure. To ensure the absolute reliability of the control system at the input end, this invention employs a multi-redundant architecture to collect key state variables.

[0040] Specifically, the actual speed and electromagnetic torque of the ship's propulsion motor are obtained through a redundantly configured sensor array, including:

[0041] Using a redundantly configured sensor group and a two-out-of-three voting logic, the actual speed and electromagnetic torque of the ship's propulsion motor are collected in real time through a set sampling period. Three independent speed sensors and current transformers are configured. In each sampling period, the three sets of collected data are compared. If the deviations of the three sets of data are all within a preset tolerance range, the arithmetic mean of the three sets of data is taken as the actual speed and electromagnetic torque of the ship's propulsion motor. If the deviation of any set of data from the other two sets exceeds the preset tolerance, that set of sensors is considered faulty and is discarded. The average of the remaining two sets is then taken, thus ensuring the confidence level of the input data. For example, the sampling period is 10ms, and the preset tolerance range is... .

[0042] It should be noted that, as Figure 2This graph compares the data collected by three sets of torque sensors with the actual electromagnetic torque after the 2 / 3 voting process. The dashed lines represent the data collected by the three independent current transformers, while the solid lines represent the actual electromagnetic torque after the 2 / 3 voting logic processing. The shaded area represents the fault period of sensor 1, from 2 to 2.5 seconds. This graph demonstrates that the redundant architecture, even in complex environments such as electromagnetic fields and high humidity / salt spray conditions, can ensure the confidence level of the torque input data by eliminating faulty sensor data, thus providing a reliable data foundation for subsequent control strategies.

[0043] Preferably, the system retrieves physical constants characterizing the propeller's load characteristics under ideal still water conditions, namely the propeller characteristic coefficient, from its preset memory; and retrieves the rated torque of the motor, used for the rated output torque of the propulsion motor. For example, the propeller characteristic coefficient is 0.015. Rated output torque is .

[0044] Thus, the actual speed, actual electromagnetic torque, propeller characteristic coefficient, and rated torque of the ship's propulsion motor were obtained.

[0045] The load disturbance intensity acquisition module 200 is used to perform time-domain differential analysis on the actual electromagnetic torque and, in combination with exponential decay weights, obtain the load disturbance intensity at the current moment.

[0046] It should be noted that, in order to accurately assess the direct disturbance caused by the current sea state to the propulsion system, it is not sufficient to only monitor the absolute amplitude of the electromagnetic torque. This is because, during normal ship acceleration, the electromagnetic torque amplitude also increases, but this is an ordered change. However, when the ship is subjected to wave impact or propeller suction, the electromagnetic torque exhibits high-frequency, violent, and disordered oscillations. Therefore, this invention combines the time-domain rate of change and recent weight decay to construct the current load disturbance intensity of the system.

[0047] Specifically, a time-domain differential analysis is performed on the actual electromagnetic torque, and combined with exponential decay weights, the intensity of the load disturbance at the current moment is obtained, including:

[0048] Construct a sliding window for the current moment, with the moment preceding the current moment as the last moment of the sliding window. For example, the size of the sliding window is set to 50.

[0049] The intensity of the load disturbance at the current moment satisfies the expression:

[0050] ;

[0051] In the formula, Indicates the first The intensity of the load disturbance at any given time, where k represents the current time number; Indicates the number of sampling points in the sliding window; , Indicates the first Time, Number The actual electromagnetic torque at any given moment; Indicates the sampling time interval; Indicates the absolute value symbol; This represents the time decay constant. It should be noted that... Used to adjust the weight of the impact of historical data on the intensity of current load disturbance. The smaller the value, the more sensitive the load disturbance intensity is to recent data, and the faster it forgets long-term data. For example, .

[0052] In the formula, This indicates the number of times the sliding window is in operation at the current moment. The instantaneous rate of change of the electromagnetic torque at time t; This indicates the number of times the sliding window is in operation at the current moment. The absolute intensity of the change in electromagnetic torque at any given moment eliminates the influence of the direction of change; This represents a weighting factor that decreases exponentially with the sliding window time. Time weighting ,along with Increasing the weight approaches ; Indicates the first Time-weighted fluctuation amplitude at any given moment; This represents the cumulative summation of the time-weighted fluctuation amplitudes across all moments within the sliding window at the current moment. The larger this value, the more intense the high-frequency oscillations of the electromagnetic torque in the near future, and thus the greater the load transient fluctuation intensity index.

[0053] It should be noted that, as Figure 3 This is a schematic diagram of load disturbance intensity, showing the change of load disturbance intensity over time. It demonstrates that the load disturbance intensity increases significantly during periods of severe sea conditions, while it remains at a low value during other periods of calm water conditions. This reflects the invention's ability to identify disordered torque oscillations caused by sea state disturbances.

[0054] At this point, the intensity of the load disturbance at the current moment has been obtained.

[0055] The load anomaly index acquisition module 300 is used to nonlinearly amplify the deviation between the actual electromagnetic torque and the theoretical hydrodynamic torque based on the actual rotational speed, and combine the load disturbance intensity at the current moment to obtain the load anomaly index at the current moment.

[0056] It should be noted that when the driver performs abrupt acceleration or deceleration, such as during emergency reversing, the torque change rate also increases sharply, leading to a greater intensity of load disturbance. However, in this situation, the system should maintain speed following, rather than switching modes. Therefore, relying solely on the intensity of load disturbance is insufficient to make a decision to switch control modes. To eliminate interference from human operation, considering that normal propeller propulsion follows the propeller law—that is, under ideal still water conditions, the torque absorbed by a fixed-pitch propeller is proportional to the square of the rotational speed, and the power is proportional to the cube of the rotational speed—and that wave disturbances or cavitation effects can disrupt this law, this invention introduces a verification mechanism. Only when both conditions of severe fluctuations and violation of the propeller law are simultaneously met is the sea state considered severe.

[0057] Specifically, based on the deviation between the actual electromagnetic torque and the theoretical hydrodynamic torque based on the actual rotational speed, and combined with the current load disturbance intensity, the deviation is nonlinearly amplified to obtain the current load anomaly index, including:

[0058] The current load anomaly index satisfies the expression:

[0059] ;

[0060] In the formula, Indicates the first The load anomaly index at any given time; Indicates the first The intensity of load disturbance at any given moment; Indicates the first The actual electromagnetic torque at any given moment; Indicates the first The actual rotational speed at any given moment; This represents the propeller characteristic coefficient; Indicates the rated torque of the motor; This represents the natural logarithm function.

[0061] In the formula, This represents the theoretical hydrodynamic torque calculated based on the current actual rotational speed. This indicates the absolute deviation between the current actual electromagnetic torque and the theoretical hydrodynamic torque; This represents the normalized deviation of the absolute deviation; This indicates that the normalization bias is logarithmically compressed to prevent numerical divergence due to excessive bias under extreme sea conditions. Indicates the use of the first The intensity of load disturbance at any given time is dynamically increased on the logarithmic compression result of the normalized deviation. The product only increases significantly when the system exhibits both high-frequency fluctuations and physical model mismatch. This indicates that the larger the load anomaly index, the better it reflects the severity of sea conditions.

[0062] At this point, the current load anomaly index has been obtained.

[0063] The dynamic flexibility factor acquisition module 400 is used to acquire a dynamic flexibility factor for balancing the weights of speed mode and torque mode based on the load anomaly index, using the Sigmoid activation function and low-pass filtering logic. The dynamic flexibility factor has damping characteristics.

[0064] It should be noted that the load anomaly index cannot be directly used to control the switch, otherwise it will cause high-frequency oscillations in the propulsion system between speed mode and torque mode, resulting in mechanical damage. Therefore, this invention constructs a mapping function with damping and soft threshold characteristics to transform the load anomaly index into a dimensionless weighting coefficient that can be executed by the control algorithm.

[0065] Specifically, based on the load anomaly index, a dynamic flexibility factor for balancing the weights of speed mode and torque mode is obtained using the Sigmoid activation function and low-pass filtering logic, including:

[0066] Set the threshold for defining severe sea conditions. Set the update rate coefficient to control the rate of change of the weights. Set the slope control parameter used to control the sensitivity of mode switching. For example, , , .

[0067] The dynamic flexibility factor satisfies the following expression:

[0068] ;

[0069] In the formula, , Indicates the first Time, Number The dynamic flexibility factor at any given moment; Indicates the first The load anomaly index at any given time; This represents the update rate coefficient; This represents the slope control parameter; This indicates the threshold for judgment.

[0070] In the formula, This indicates the difference between the current load anomaly index and the judgment threshold; This represents an index mapping term based on distance and load anomaly index; This represents the weight result output by the Sigmoid activation function, when... When this value approaches It is the speed mode, when When this value approaches It is torque mode; This indicates the deviation between the weighting result and the weighting result at the previous time step; This represents the discrete-time first-order low-pass filter update logic, which accumulates small correction values ​​to make... The result is smoothly approximated by the weighting, thus indicating that the dynamic flexibility factor can adaptively follow changes in sea state while being noise-resistant.

[0071] It should be noted that, as Figure 4 This is a schematic diagram of the dynamic flexibility factor. A value of 0 indicates that the speed mode is dominant. A value of 1 indicates torque mode dominance, which shows the dominance of speed mode from the initial stable sea state, to torque mode dominance during the period of severe sea state, and to speed mode dominance after the sea state returns to stable.

[0072] At this point, the current dynamic flexibility factor has been obtained.

[0073] The output command control module 500 is used to acquire the output commands of the speed mode controller and the torque mode controller; and to perform weighted fusion of the output commands of the speed mode controller and the torque mode controller according to the dynamic flexibility factor to generate the final control command applied to the propulsion inverter.

[0074] It should be noted that the speed control mode maintains a constant speed through a closed loop, which is suitable for calm water navigation, but in harsh sea conditions, it may cause motor overcurrent due to the forced resistance to wave resistance. The torque control mode, on the other hand, maintains a constant thrust and allows the speed to fluctuate moderately with the waves, effectively releasing mechanical stress. This invention achieves dynamic complementarity of these two control advantages through a dynamic flexibility factor.

[0075] Specifically, the output commands of the speed mode controller and the torque mode controller are obtained, including:

[0076] Calculate the speed difference between the actual rotational speed and the target rotational speed at the current moment, input the speed difference into the speed loop PID controller, calculate the first torque setpoint, and use it as the output command of the speed mode controller; at the same time, obtain the torque difference between the target torque and the actual electromagnetic torque at the current moment, input the torque difference into the torque controller, calculate the second torque setpoint, and use it as the output command of the torque mode controller.

[0077] Preferably, the output commands of the speed mode controller and the torque mode controller are weighted and fused according to the dynamic flexibility factor to generate the final control command applied to the propulsion inverter, including:

[0078] The final control instruction satisfies the expression:

[0079] ;

[0080] In the formula, Indicates the first The final control command at any given moment; Indicates the first The output command of the speed mode controller at any given time; Indicates the first The output command of the torque mode controller at any given time; Indicates the first The dynamic flexibility factor at any given moment.

[0081] In the formula, Indicates the retention weight of the speed mode; Indicates the intervention weight of torque mode; Indicates the retained speed control component; Indicates the intervention torque control component; This represents a linear weighted fusion of the outputs from the two control modes; when the sea state is stable, Approaching The system is primarily controlled by rotational speed; when sea conditions are rough, Approaching The system is dominated by torque control, which means that the final control command can seamlessly switch between rigid speed control and flexible engine control according to sea conditions.

[0082] The final control command is applied to the propulsion inverter to complete the dual-mode control of the ship's electric propulsion.

[0083] This completes the dual-mode control of the ship's electric propulsion.

[0084] While this specification has shown and described numerous embodiments of the invention, it will be apparent to those skilled in the art that such embodiments are provided by way of example only. Many modifications, alterations, and alternatives will occur to those skilled in the art without departing from the spirit and essence of the invention. It should be understood that various alternatives to the embodiments of the invention described herein may be employed in the practice of this invention.

Claims

1. A dual-mode control system for ship electric propulsion with a multi-redundancy architecture, characterized in that, include: The data acquisition module is used to acquire the actual speed and actual electromagnetic torque of the ship's propulsion motor through a redundantly configured sensor group, and to acquire the propeller characteristic coefficient and the motor rated torque from a preset memory. The load disturbance intensity acquisition module is used to perform time-domain differential analysis on the actual electromagnetic torque to obtain its instantaneous rate of change, and combine it with exponential decay weights to obtain the load disturbance intensity at the current moment. The load anomaly index acquisition module is used to obtain the load anomaly index at the current moment by nonlinearly amplifying the deviation between the actual electromagnetic torque and the theoretical hydrodynamic torque obtained based on the actual rotational speed and propeller characteristic coefficient, combined with the current load disturbance intensity. The dynamic flexibility factor acquisition module is used to acquire a dynamic flexibility factor for balancing the weights of speed mode and torque mode based on the difference between the load anomaly index and the preset sea state threshold, using the Sigmoid activation function and low-pass filtering logic. The output command control module is used to acquire the output commands of the speed mode controller and the torque mode controller; and to perform weighted fusion of the two output commands according to the dynamic flexibility factor to generate the final control command and complete the control.

2. The dual-mode control system for ship electric propulsion with a multi-redundancy architecture according to claim 1, characterized in that, The data acquisition module includes: Configure at least three independent speed sensors and current transformers, and use a three-out-of-two voting logic to filter and fuse the collected data to improve the reliability of the input data.

3. The dual-mode control system for ship electric propulsion with a multi-redundancy architecture according to claim 1, characterized in that, The time-domain difference analysis is performed within a preset sliding window. The acquisition of the exponential decay weight includes: using the natural constant as the base, using the negative of the ratio of the time interval between the current sampling point and the historical sampling points within the sliding window to the preset time decay constant as the exponent, and using the obtained power value as the exponential decay weight.

4. A dual-mode control system for ship electric propulsion with a multi-redundancy architecture according to claim 1, characterized in that, The calculation of the theoretical hydrodynamic torque includes: Multiply the square of the current actual rotational speed by the propeller characteristic coefficient.

5. A dual-mode control system for ship electric propulsion with a multi-redundancy architecture according to claim 1, characterized in that, The nonlinear amplification process for the deviation includes: normalizing the absolute value of the deviation by dividing it by the rated torque of the motor, and then performing logarithmic compression on the normalization result.

6. A dual-mode control system for ship electric propulsion with a multi-redundancy architecture according to claim 1, characterized in that, The low-pass filtering logic is a first-order discrete low-pass filtering algorithm used to smooth the output value of the Sigmoid activation function.

7. A dual-mode control system for ship electric propulsion with a multi-redundancy architecture according to claim 1, characterized in that, The acquisition of the output commands of the speed mode controller and the torque mode controller includes: The difference between the actual speed and the target speed is input to the speed loop PID controller to obtain the output command of the speed mode controller; and the difference between the actual electromagnetic torque and the target torque is input to the torque loop controller to obtain the output command of the torque mode controller.

8. A dual-mode control system for ship electric propulsion with a multi-redundancy architecture according to claim 1, characterized in that, The acquisition of the dynamic flexibility factor includes: The dynamic flexibility factor at the current moment is equal to the sum of the dynamic flexibility factor at the previous moment and the dynamic adjustment step size. The dynamic adjustment step size is the product of the preset update rate coefficient and the adjustment margin; the adjustment margin is the difference between the basic activation evaluation value and the dynamic flexibility factor at the previous moment. Obtaining the basic activation evaluation value includes: calculating the difference between the current load anomaly index and a preset judgment threshold; multiplying the difference by a preset slope control parameter to obtain an intermediate variable; using the natural constant as the base and the negative number of the intermediate variable as the exponent, and taking the reciprocal of the sum of the obtained exponent value and the value 1 as the basic activation evaluation value.

9. A dual-mode control system for ship electric propulsion with a multi-redundancy architecture according to claim 1, characterized in that, The final control command is composed of the weighted sum of the output command of the torque mode controller at the current moment and the output command of the speed mode controller at the current moment; The weight of the output command of the torque mode controller is the dynamic flexibility factor at the current moment; the weight of the output command of the speed mode controller is the difference between the value 1 and the dynamic flexibility factor at the current moment.

10. A dual-mode control system for ship electric propulsion with a multi-redundancy architecture according to claim 1, characterized in that, The acquisition of the load anomaly index includes: Calculate the absolute difference between the actual electromagnetic torque and the theoretical hydrodynamic torque at the current moment; The ratio of the absolute difference to the rated torque of the motor is added to the value 1 to obtain the intermediate base. Calculate the natural logarithm of the intermediate base, and multiply the natural logarithm by the load disturbance intensity at the current moment to obtain the load anomaly index at the current moment.

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