CN114735180A - Multi-mode hybrid power system, ship, control method, and storage medium - Google Patents

Abstract

The invention discloses a multi-mode hybrid power system, a ship, a control method and a storage medium, wherein the system comprises: the transmission structure comprises a transmission body, a main clutch, a first auxiliary clutch and a second auxiliary clutch; the main power source is connected with the main clutch; the motor is respectively connected with the first auxiliary clutch and the second auxiliary clutch; and the controller is respectively connected with the main clutch, the first auxiliary clutch and the second auxiliary clutch and is used for controlling the on-off of the plurality of clutches so as to switch the multi-mode hybrid power system among a plurality of different working modes. The technical scheme provided by the invention can ensure that the multi-mode hybrid power system automatically realizes the state switching among different working modes, simplifies the manual operation of workers and improves the mode switching efficiency.

Description

Multi-mode hybrid power system, ship, control method, and storage medium

Technical Field

The invention relates to the technical field of ship energy conservation and emission reduction and hybrid power, in particular to a multi-mode hybrid power system, a ship, a control method and a storage medium.

Background

In recent years, international maritime organizations have made and produced a plurality of policies and regulations for preventing ships from polluting the environment, and a plurality of emission control areas are divided in various countries and regions around the world, so that the requirements for energy conservation and emission reduction of the ships are gradually increased. In order to better practice energy conservation and emission reduction, the application of new energy sources is gradually increased in the related scheme of the ship power system, and the application of batteries and super capacitors to newly-built ships is more and more extensive. Accordingly, the increase in hybrid marine applications places higher demands on the structure and control of the hybrid systems.

In the prior art, due to the fact that the application of new energy is added to a ship power system, the hybrid power system is difficult to meet the zero emission requirement of various application occasions, operators need to manually operate the hybrid power system to improve fuel efficiency, the operation of manually switching the power modes of the system is complex, the workload is increased, the state switching of the hybrid power system is not intelligent enough, and the mode switching efficiency is reduced.

Disclosure of Invention

The invention provides a multi-mode hybrid power system, a ship, a control method and a storage medium.

According to an aspect of the present invention, there is provided a multi-mode hybrid system, the system comprising:

the transmission structure comprises a transmission body, and a main clutch, a first auxiliary clutch and a second auxiliary clutch which are connected with the transmission body;

a primary power source connected with the primary clutch;

the motor is respectively connected with the first auxiliary clutch and the second auxiliary clutch;

the controller is respectively connected with the main clutch, the first auxiliary clutch, the second auxiliary clutch, the frequency converter and the alternating current distribution board, and is used for enabling the main power source, the transmission structure and the motor to be cooperatively matched by controlling the on-off of the main clutch, the first auxiliary clutch and the second auxiliary clutch so as to switch among a plurality of different working modes;

in a first working mode, the main power source drives a target propeller to work, the motor does not work, in a second working mode, the main power source and the motor drive the target propeller to work together, in a third working mode, the main power source drives the target propeller to work and simultaneously drives the motor to generate power, and in a fourth working mode, the motor drives the target propeller to work, and the main power source does not work.

Further, the system further comprises:

and the energy storage device is electrically connected with the motor and used for supplying power to the motor and storing the electric energy sent by the motor.

Further, the system further comprises:

and the frequency converter is electrically connected with the controller, the motor and the energy storage device and is used for rectifying and frequency-regulating the current transmitted between the motor and the energy storage device.

And one end of the frequency converter is electrically connected with the motor, and the other end of the frequency converter is electrically connected with the energy storage device and is used for rectifying and frequency-regulating the current transmitted between the motor and the energy storage device.

Further, the system further comprises:

the alternating current distribution board is electrically connected with the controller, the frequency converter, the generator set and a mains supply, wherein a motor switch is arranged between the alternating current distribution board and the frequency converter.

Further, the controller maintains the master clutch on-line, the first auxiliary clutch off-line, and the second auxiliary clutch off-line while the system operates in the first operating mode.

Further, when the system works in the second working mode, the controller keeps the main clutch on-line, the first auxiliary clutch on-line, the second auxiliary clutch off-line, the motor in an electric state and the motor is switched on.

Further, when the system works in the third working mode, the controller keeps the main clutch on-line state, the first auxiliary clutch off-line state, the second auxiliary clutch on-line state and the motor in a power generation state.

Further, when the system works in the fourth working mode, the controller keeps the main clutch disconnected, the first auxiliary clutch connected and the second auxiliary clutch disconnected, and the motor is in an electric state and is switched on.

Further, when the system is switched from the first working mode to the second working mode, the controller sequentially performs the following operations:

the main power source is enabled to be in constant rotating speed, the first auxiliary clutch is enabled to be arranged in a row, the switch of the motor is enabled to be switched on, and the motor is enabled to be started in an auxiliary driving working mode.

Further, when the system is switched from the second operation mode to the first operation mode, the controller sequentially performs the following operations:

and enabling the main power source to rotate at a constant speed, enabling the first auxiliary clutch to be disengaged, enabling the motor to stop the auxiliary driving working mode, and enabling the switch of the motor to be switched off.

Further, when the system is switched from the first operating mode to the third operating mode, the controller sequentially performs the following operations:

the main power source is enabled to be constant in rotating speed, the second auxiliary clutch is enabled to be arranged in a row, the motor is enabled to be started in a power generation working mode, and a switch of the motor is enabled to be switched on.

Further, when the system is switched from the third operating mode to the first operating mode, the controller sequentially performs the following operations:

and the main power source is enabled to be in constant rotating speed, the switch of the motor is enabled to be switched off, the second auxiliary clutch is enabled to be disconnected, and the motor is enabled to stop the power generation working mode.

Further, when the system is switched from the first operating mode to the fourth operating mode, the controller sequentially performs the following operations:

the main clutch is disconnected, the first auxiliary clutch is connected, a switch of the motor is switched on, the motor is started in an independent driving working mode, and the main power source is stopped.

Further, when the system is switched from the fourth operation mode to the first operation mode, the controller sequentially performs the following operations:

starting the main power source, releasing the first auxiliary clutch, closing the main clutch, stopping the motor in the independent driving working mode, and opening and closing the switch of the motor.

Further, the main power source is an oil-or pneumatic-based prime mover, the propeller is a propeller, the motor is a shaft-to-belt motor, and the transmission structure is a gear-based transmission structure.

According to a further aspect of the invention there is also provided a marine vessel characterised in that it includes a multi-mode hybrid power system as any one of those described above.

According to another aspect of the present invention, there is also provided a multi-mode hybrid powertrain system control method, the multi-mode hybrid powertrain system including a transmission structure including a transmission body and a main clutch, a first sub clutch, and a second sub clutch connected to the transmission body; a main power source connected with the main clutch; the motor is respectively connected with the first auxiliary clutch and the second auxiliary clutch; characterized in that the method comprises:

receiving an automation instruction or manual operation of an operator;

controlling the main clutch, the first auxiliary clutch and the second auxiliary clutch to be on or off based on the automated command or the manual operation to cooperatively cooperate the main power source, the transmission structure and the motor to switch between a plurality of different operating modes;

in a first working mode, the main power source drives a target propeller to work, the motor does not work, in a second working mode, the main power source and the motor drive the target propeller to work together, in a third working mode, the main power source drives the target propeller to work and simultaneously drives the motor to generate power, and in a fourth working mode, the motor drives the target propeller to work, and the main power source does not work.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch based on said automated command or said manual operation to cooperatively engage said primary power source, said transmission structure, and said motor to switch between a plurality of different operating modes comprises:

when the system works in the first working mode, keeping the main clutch on-line, the first auxiliary clutch off-line and the second auxiliary clutch off-line.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said electric machine to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system works in the second working mode, the main clutch on-line, the first auxiliary clutch on-line and the second auxiliary clutch off-line are kept, and the motor is in an electric state and is switched on.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch and said second auxiliary clutch based on said automated command or said manual operation to cooperatively cooperate said primary power source, said transmission structure and said motor to switch between a plurality of different operating modes further comprises:

when the system works in the third working mode, the main clutch is in the engaged state, the first auxiliary clutch is in the disengaged state, the second auxiliary clutch is in the engaged state, and the motor is in the power generation state.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said electric machine to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

and when the system works in the fourth working mode, the main clutch is disconnected, the first auxiliary clutch is connected, the second auxiliary clutch is disconnected, and the motor is in an electric state and is switched on.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch and said second auxiliary clutch based on said automated command or said manual operation to cooperatively cooperate said primary power source, said transmission structure and said motor to switch between a plurality of different operating modes further comprises:

when the system is switched from the first working mode to the second working mode, the following operations are sequentially performed: the main power source is enabled to be in constant rotating speed, the first auxiliary clutch is enabled to be arranged in a row, the switch of the motor is enabled to be switched on, and the motor is enabled to be started in an auxiliary driving working mode.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said electric machine to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system is switched from the second working mode to the first working mode, the following operations are sequentially performed: and enabling the main power source to rotate at a constant speed, enabling the first auxiliary clutch to be disengaged, enabling the motor to stop the auxiliary driving working mode, and enabling the switch of the motor to be switched off.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said electric machine to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system is switched from the first working mode to the third working mode, the following operations are sequentially executed: the main power source is enabled to be constant in rotating speed, the second auxiliary clutch is enabled to be arranged in a row, the motor is enabled to be started in a power generation working mode, and a switch of the motor is enabled to be switched on.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said electric machine to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system is switched from the third working mode to the first working mode, the following operations are sequentially performed: and the main power source is enabled to be in constant rotating speed, the switch of the motor is enabled to be switched off, the second auxiliary clutch is enabled to be disconnected, and the motor is enabled to stop the power generation working mode.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said electric machine to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system is switched from the first working mode to the fourth working mode, the following operations are sequentially performed: the main clutch is disconnected, the first auxiliary clutch is connected, a switch of the motor is switched on, the motor is started in an independent driving working mode, and the main power source is stopped.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said electric machine to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system is switched from the fourth working mode to the first working mode, the following operations are sequentially performed: starting the main power source, releasing the first auxiliary clutch, closing the main clutch, stopping the motor in the independent driving working mode, and opening and closing the switch of the motor.

According to another aspect of the present invention, there is also provided a storage medium, wherein the storage medium has stored therein a plurality of instructions adapted to be loaded by a processor to perform any one of the multi-mode hybrid powertrain control methods described above.

Through one or more of the above embodiments in the present invention, at least the following technical effects can be achieved:

in the technical scheme disclosed by the invention, the multi-mode hybrid power system can work in a plurality of power modes, and when the multi-mode hybrid power system is in different modes, the devices for providing power are different. The multi-mode hybrid power system can perform full-automatic mode switching or semi-automatic mode switching, can fully utilize new energy in the ship power system, improves the fuel efficiency, and enables the hybrid power system to meet the emission requirements in different application occasions. In addition, the automatic switching or semi-automatic switching among different modes reduces the manual operation of operators, so that the mode switching becomes simple and efficient, the workload is reduced, the state of the hybrid power system is more intelligent, and the mode switching efficiency is improved.

Drawings

The technical solution and other advantages of the present invention will become apparent from the following detailed description of specific embodiments of the present invention, which is to be read in connection with the accompanying drawings.

FIG. 1 is a schematic structural diagram of a multi-mode hybrid powertrain system according to an embodiment of the present invention;

FIG. 2 is a schematic diagram illustrating mode switching of a multi-mode hybrid powertrain system according to an embodiment of the present invention;

FIG. 3 is a flow chart illustrating the switching of a multi-mode hybrid powertrain system from a first operating mode to a second operating mode in accordance with an embodiment of the present invention;

FIG. 4 is a flow chart illustrating the switching of a multi-mode hybrid powertrain system from a second operating mode to a first operating mode in accordance with an embodiment of the present invention;

FIG. 5 is a flow chart illustrating the switching of a multi-mode hybrid powertrain system from a first operating mode to a third operating mode in accordance with an embodiment of the present invention;

FIG. 6 is a flow chart illustrating the switching of a multi-mode hybrid powertrain system from a third operating mode to a first operating mode in accordance with an embodiment of the present invention;

FIG. 7 is a flow chart illustrating the switching of a multi-mode hybrid powertrain system from a first operating mode to a fourth operating mode in accordance with an embodiment of the present invention;

FIG. 8 is a switching flow chart illustrating switching of a multi-mode hybrid powertrain from a fourth operating mode to a first operating mode in accordance with an embodiment of the present invention;

fig. 9 is a flowchart illustrating a control method of a multi-mode hybrid system according to an embodiment of the present invention.

Detailed Description

The technical solution in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. It is to be understood that the described embodiments are merely exemplary of the invention, and not restrictive of the full scope of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In the description of the present invention, it should be noted that, unless explicitly specified or limited otherwise, the term "and/or" herein is only one kind of association relationship describing the associated object, which means that there may be three relationships, for example, a and/or B, which may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" in this document generally indicates that the preceding and following related objects are in an "or" relationship, unless otherwise specified.

Fig. 1 is a schematic structural diagram of a multi-mode hybrid system according to an embodiment of the present invention, where the multi-mode hybrid system includes:

the transmission structure 101 includes a transmission body 1011, and a main clutch 1012, a first sub clutch 1013, and a second sub clutch 1014 connected to the transmission body 1011.

Illustratively, the transmission structure 101 mainly includes a transmission body 1011 and a clutch, wherein the transmission body 1011 is used for making shafting connection between different devices, and the clutch is used for switching the multi-mode hybrid power system between different power modes.

The transmission body 1011 is a transmission coupling, and specifically, the transmission body 1011 includes a flexible transmission device between the main power source 102 and the transmission structure 101, the flexible transmission device being composed of a rubber elastic coupling, a carbon fiber transmission shaft and a carbon fiber film disc, or a flexible transmission device being composed of a high-elasticity coupling and a universal coupling. The transmission structure 101 is connected with the motor 103 through a hydro-viscous speed regulation clutch and a high-elastic coupling, and the transmission structure 101 is connected with the target propeller 105 through a low-speed high-torque elastic coupling.

In the marine hybrid power system, the transmission structure 101 is a gear box, and an input end with a hydraulic coupler and two output ends with friction plate type clutches are arranged in the transmission structure 101. The input end with a fluid coupling is a main clutch 1012, and the two output ends with a friction plate clutch are a first auxiliary clutch 1013 and a second auxiliary clutch 1014, specifically, the first auxiliary clutch 1013 is a PTI clutch and the second auxiliary clutch 1014 is a PTO clutch. And the two output ends are provided with friction plate type clutches and connected with the end of the motor 103, and the two clutches (PTI clutch and PTO clutch) have a bidirectional input function. The transmission structure 101 outputs two paths of power, wherein one path of power is output to the target propeller 105, and the other path of power is connected with the motor 103. Therefore, the hybrid power system can realize different transmission modes by controlling the connection and disconnection of the hydraulic coupler and the two-way friction clutch.

A primary power source 102, the primary power source 102 being connected to the primary clutch 1012.

Illustratively, the primary power source 102 is a main machine, and the primary power source 102 is connected to the transmission structure 101 through a flexible transmission.

And a motor 103, wherein the motor 103 is connected to the first auxiliary clutch 1013 and the second auxiliary clutch 1014, respectively.

For example, the motor 103 may be a reversible shaft belt motor, the motor 103 is divided into two operation modes of power generation and electric operation during operation, and a hydro-viscous speed regulation clutch and a high-elastic coupling are adopted for coupling between the motor 103 and the transmission structure 101. When the electric machine 103 is operating in the generating mode, the remaining power of the primary power source 102 is delivered to the grid or the energy storage system via the frequency converter 107 to operate the hybrid system in a third operating mode (PTO mode). When the motor 103 operates in an electric mode, it may be powered by a conventional generator set, may also be powered from the utility grid, and may also be powered by an energy storage system. The power supply system delivers electrical energy to the electric machine 103 in an electric state via the frequency converter 107, which acts on the transmission structure 101 and thereby drives the target thruster 105 to realize either a boost mode, i.e. a second operation mode (PTI mode), or a separate propulsion mode, i.e. a fourth operation mode (PTH mode).

A controller 104, wherein the controller 104 is connected to the main clutch 1012, the first auxiliary clutch 1013, and the second auxiliary clutch 1014, respectively, and the controller 104 is configured to cooperatively operate the main power source 102, the transmission structure 101, and the motor 103 by controlling on/off of the main clutch 1012, the first auxiliary clutch 1013, and the second auxiliary clutch 1014, so as to switch between a plurality of different operation modes.

Illustratively, as shown in fig. 1, the controller 104 is connected with the clutch, and the hybrid system realizes the switching of the clutch to be disengaged or engaged through the controller 104 so as to realize the automatic or semi-automatic mode switching.

In the first operation mode, the main power source 102 drives the target propeller 105 to operate, and the motor 103 does not operate, in the second operation mode, the main power source 102 and the motor 103 drive the target propeller 105 to operate together, in the third operation mode, the main power source 102 drives the target propeller 105 to operate and simultaneously drives the motor 103 to generate power, and in the fourth operation mode, the motor 103 drives the target propeller 105 to operate, and the main power source 102 does not operate.

Illustratively, the first operation mode is a host mode, in which the motor 103 does not operate, the main power source 102 provides power alone, the main power source 102 drives the transmission structure 101 to operate, and the transmission structure 101 drives the target propeller 105 to operate; the second working mode is a PTI mode, in which the main power source 102 and the motor 103 jointly provide power to drive the target propeller 105 to work together, and the motor 103 is in a boosting state; the third operating mode is a PTO mode in which the primary power source 102 provides power to drive the target propeller 105 to operate and simultaneously provides energy to the electric machine 103, i.e. the electric machine 103 operates in a generating mode to deliver the remaining power of the primary power source 102 to the grid or the energy storage system via the frequency converter 107; the fourth operation mode is a PTH mode in which the target propeller 105 is driven by the motor 103 alone to operate and the main power source 102 does not operate.

As shown in fig. 1, in the present embodiment, the hybrid power system includes a main power source 102, a transmission structure 101, a frequency converter 107, a target propeller 105, an electric motor 103, an energy storage device 106, and other devices.

The target propeller 105 may be a propeller simulation device, which can simulate the propeller characteristics, and take into account the characteristics of pitch control propeller and fixed pitch propeller propulsion, and the propeller characteristics such as propeller propulsion, reverse, variable pitch can be simulated by using a characteristic direct current dynamometer with four-quadrant operation. The propeller simulation device operates in a power generation mode when simulating propulsion, the generated electric energy is consumed through a resistance load, and the propeller simulation device operates in an electric mode when simulating a reverse sailing working condition and is powered by a conventional generator set.

In order to improve the vibration isolation effect of the hybrid power system, the medium diesel engine adopts double-layer vibration isolation, the transmission structure 101 is installed in a hard elastic installation mode, and the motor 103 is installed in a rigid installation mode.

In addition, the hybrid power system also comprises a monitoring system, and particularly mainly comprises a monitoring alarm system, a security system, a high-speed acquisition system, a remote control system, a mode switching system and an energy management system.

In the technical scheme disclosed by the invention, the multi-mode hybrid power system can work in a plurality of power modes, and when the multi-mode hybrid power system is in different modes, the devices for providing power are different. The multi-mode hybrid power system can perform full-automatic mode switching or semi-automatic mode switching, can fully utilize new energy in the ship power system, improves the fuel efficiency, and enables the hybrid power system to meet the emission requirements in different application occasions. In addition, the automatic switching or semi-automatic switching among different modes reduces the manual operation of operators, so that the mode switching becomes simple and efficient, the workload is reduced, the state of the hybrid power system is more intelligent, and the mode switching efficiency is improved.

Further, in the technical solution disclosed in the present invention, the system further includes:

an energy storage device 106, the energy storage device 106 being electrically connected with the electric motor 103 for supplying power to the electric motor 103 and storing electric energy sent by the electric motor 103.

Illustratively, the energy storage device 106 includes a lithium battery energy storage system and an energy storage system such as a super capacitor, which are connected to the DC bus bar in the middle of the frequency converter 107 through a bidirectional DC conversion device. The energy storage device 106 has the following functions: the braking energy is absorbed by the electricity generated by the motor 103 and stored in the energy storage device 106 during the emergency braking process of the ship; absorbing the redundant generating power of the PTO under the condition that the PTO is independently powered; absorbing impact load fluctuation in a power grid under the working condition of PTO operation, and ensuring the voltage stability of an alternating current bus and a direct current bus; under the working condition of the PTH or the PTI, the function of independent propulsion can be realized under the condition that the energy storage device provides electric energy, and the redundancy of the power system is improved.

Further, the system further comprises:

a frequency converter 107, the frequency converter 107 being electrically connected to the controller 104, the motor 103 and the energy storage device 106 for rectifying and frequency regulating the current transmitted between the motor 103 and the energy storage device 106.

Illustratively, when the electric machine 103 is operating in a generating mode, the remaining power of the primary power source 102 is delivered to the grid or energy storage system via the frequency converter 107. When the electric machine 103 is operated in motoring mode, electric energy is delivered to the electric machine 103 in a motoring state by means of the frequency converter 107. The energy storage device 106 is connected to a DC bus bar in the middle of the frequency converter 107 through a bidirectional DC conversion device.

Further, the system further comprises:

the alternating current power distribution board 108, one end of the alternating current power distribution board 108 with the frequency converter 107 is electrically connected, the alternating current power distribution board 108 with there is a motor switch between the frequency converter 107, the other end of the alternating current power distribution board 108 is electrically connected with the generating set 109 and the commercial power respectively.

An ac power distribution board 108, the ac power distribution board 108 electrically connected to the controller 104, the frequency converter 107, the generator set 109 and the utility power 201, wherein a motor switch is provided between the ac power distribution board 108 and the frequency converter 107.

The ac distribution board 108 is illustratively used to connect power sources, transformers, converter equipment and other loads, and to monitor and protect the power supply system, and has control functions to switch on, off, and transition between the power sources and various loads, to achieve a specified operating mode, such as protection, measurement, alarm, and power factor compensation. In order to increase the power supply reliability of the power station, reduce the capacity of the energy storage device 106 and reduce the system cost, a generator set 109 is provided as a power supply.

When the energy storage device 106 has sufficient electric energy, the energy storage device 106 can independently supply power to the frequency converter 107; when the energy storage device 106 is in power shortage, the generator set 109 can charge the energy storage device 106 through the rectifying charging equipment, and meanwhile, the power is directly supplied to the load through the alternating current distribution board 108, so that the normal operation of a power supply system is ensured; when the energy storage device 106 fails, the frequency converter 107 may be powered directly by the generator set 109 via the ac power distribution board 108. Therefore, the ac distribution board 108 should have a function of directly supplying power to the frequency converter 107 in a special case, in addition to outputting power to be supplied to the load in a normal case.

One end of the ac distribution board 108 is electrically connected to the frequency converter 107, a motor switch is provided between the two, and the other end of the ac distribution board 108 is electrically connected to the generator set 109 and the commercial power. When the electric machine 103 operates in electric mode, it can be powered by a conventional generator set 109, or from the mains grid, or by an energy storage system 106, delivering electric energy to the electric machine 103 via a frequency converter 107, with a propeller 105 via the transmission structure 101, implementing boost (PTI mode) or sole propulsion (PTH mode).

In the disclosed aspect of the present invention, the hybrid system modes are divided into a first operation mode (host mode), a second operation mode (PTI mode), a third operation mode (PTO mode), and a fourth operation mode (PTH mode).

Further, when the system is operating in the first operating mode, the controller 104 maintains the master clutch 1012 in-line, the first auxiliary clutch 1013 out-of-line, and the second auxiliary clutch 1014 out-of-line.

Illustratively, when the hybrid powertrain is operating in a first operating mode (host mode), the target propeller 105 is driven by the primary power source 102, the electric machine 103 is not operating, the primary clutch 1012 is engaged, and the first auxiliary clutch 1013(PTI clutch) and the second auxiliary clutch 1014(PTO clutch) are disengaged.

Further, when the system operates in the second operating mode, the controller 104 maintains the master clutch 1012 on, the first slave clutch 1013 on, the second slave clutch 1014 off, and the motor 103 in the power-on state and the power-on state.

Illustratively, when the hybrid system operates in the second operating mode (PTI mode), the main power source 102 and the electric machine 103 jointly drive the target propeller 105, the main clutch 1012 is engaged, the first auxiliary clutch 1013(PTI clutch) is engaged, the second auxiliary clutch 1014(PTO clutch) is disengaged, the electric machine 103 is electrically powered and is switched on, and electric energy is absorbed from the grid or the energy storage system.

Further, when the system operates in the third operating mode, the controller 104 maintains the main clutch 1012 on-line, the first auxiliary clutch 1013 off-line, the second auxiliary clutch 1014 on-line, and the motor 103 in the power generation state.

Illustratively, when the hybrid system operates in the third operating mode (PTO mode), the target propeller 105 and the motor 103 are driven by the main power source 102, the main clutch 1012 is engaged, the first auxiliary clutch 1013(PTI clutch) is disengaged, the second auxiliary clutch 1014(PTO clutch) is engaged, and the motor 103 is in a power generation state, and can operate independently with a load and also operate in a grid-connected mode.

Further, when the system operates in the fourth operating mode, the controller 104 maintains the master clutch 1012 disengaged, the first slave clutch 1013 engaged, the second slave clutch 1014 disengaged, and the motor 103 in an electric state and in a closed state.

Illustratively, when the hybrid powertrain is operating in a fourth operating mode (PTH mode), the target thruster 105 is driven by the electric machine 103, the primary power source 102 is not operating, the primary clutch 1012 is disengaged, the first auxiliary clutch 1013(PTI clutch) is engaged, the second auxiliary clutch 1014(PTO clutch) is engaged, the electric machine 103 is electrically powered and is switched on, absorbing electrical energy from the grid or energy storage system.

The states of the main power source 102 (main machine), the transmission mechanism 101 (main clutch 1012, first auxiliary clutch 1013, and second auxiliary clutch 1014), the motor 103, the target propeller 105 (propeller), and the motor 103 which are related to the respective modes are different, and specifically, table 1 below is an operation mode definition table.

Table 1 working mode definition table

In the scheme, the hybrid power system has two switching strategies, wherein the first strategy is a mode semi-automatic switching strategy, and the second strategy is a mode automatic switching strategy.

The mode semi-automatic switching is that an operator manually selects a mode to be entered according to the running condition of the ship, and the mode switching system automatically controls equipment in the switching process and completes the mode switching according to a mode switching rule under the condition of meeting the condition.

The mode automatic switching is that the mode switching system automatically judges and selects the mode to be entered according to the running condition of the ship, and completes the mode switching according to the mode switching rule under the condition of meeting the condition. The modes that can be freely switched under normal conditions are a first operation mode (host mode), a second operation mode (PTI mode), and a third operation mode (PTO mode). When the primary power source 102 fails, a switch to a fourth operating mode (PTH mode) may be made automatically. The first mode of operation (host mode) may be automatically switched to when the primary power source 102 fails. The normal mode automatic switching strategy is shown in table 2, in which the values of the rotation speed N1, N2, N3 of the primary power source 102 and the values of the remaining power P1, P2 of the primary power source 102 are set according to actual conditions and are continuously optimized according to the operation conditions of the hybrid power system.

TABLE 2 automatic mode switching policy Table under Normal circumstances

Fig. 2 is a schematic diagram of mode switching of a multi-mode hybrid system according to an embodiment of the present invention, and a design of a system mode switching rule is shown in fig. 2, which specifically includes the following 6 switching processes: the first working mode (host mode) and the second working mode (PTI mode) are switched; a first operating mode (host mode) and a third operating mode (PTO mode); the first operation mode (host mode) and the fourth operation mode (PTH mode) are switched with each other.

In the mode switching process, it is necessary to determine whether the primary power source 102, the distribution board, the transmission structure 101, the motor 103, etc. of the power system satisfy the mode switching condition according to the determination result defined by the working mode and the external operation instruction, and the interlocking condition during the mode switching is shown in table 3.

TABLE 3 interlock condition table

Serial number	Interlocking condition
		1.	The primary power source 102 is in remote control mode and the standby vehicle is finished
2.	The motor 103 is in remote control mode and the standby vehicle is finished
		3.	Distribution board 108 is normal and in automatic mode
4.	The transmission structure 101 is in remote control mode and the standby vehicle is completed

In the above 6 switching processes, when switching between every two working modes, the switching process is sequentially divided into a preparation stage, a switching stage and a completion stage.

Four conditions need to be met in the preparation phase, namely: the primary power source 102 allows switching, the motor 103 allows switching, the distribution board 108 allows switching, and the transmission 101 allows switching.

The switching phase and the completion phase for each switching state are described separately below.

Further, when switching the system from the first operating mode to the second operating mode, the controller 104 performs the following operations in sequence:

the main power source 102 is made to rotate at a constant speed, the first auxiliary clutch 1013 is engaged, the switch of the motor 103 is turned on, and the motor 103 is started in an auxiliary drive operation mode.

Illustratively, the flow of the switching phase for switching the first operation mode (host mode) to the second operation mode (PTI mode) is shown in fig. 3, wherein the current state is maintained and the action is to perform a combining or de-combining operation.

Step 301: (holding) the master clutch 1012 in-line;

step 302: (hold) PTO clutch disengaged;

step 303: (action) constant rotation speed of the main machine;

step 304: (action) PTI clutch platoon;

step 305: the shaft with a motor switch is switched on;

step 306: (action) shaft motor PTI mode starts.

After the hybrid power system is switched from the first working mode (host mode) to the second working mode (PTI mode), the completion phase is operated according to the following states: keeping a main clutch 1012 on-line, a PTO clutch off-line, a PTI clutch on-line and a shaft motor switch on-line, wherein the rotating speed of a host machine is changed according to a handle instruction, and the torque of a shaft motor is changed according to the handle instruction. The hybrid system remains in this state until the next mode switching is initiated.

Further, when switching the system from the second operation mode to the first operation mode, the controller 104 sequentially performs the following operations:

the main power source 102 is made to rotate at a constant speed, the first auxiliary clutch 1013 is disengaged, the motor 103 is stopped in the auxiliary drive operation mode, and the switch of the motor 103 is opened.

Exemplarily, the switching phase flow for switching the second operation mode (PTI mode) to the first operation mode (host mode) is shown in fig. 4.

Step 401: (holding) the master clutch 1012 in-line;

step 402: (hold) PTO clutch disengaged;

step 403: (action) constant rotation speed of the main machine;

step 404: (action) PTI clutch ungluing;

step 405: (action) shaft motor PTI mode stop;

step 406: the (action) shaft is provided with a motor switch for opening.

After the hybrid power system is switched from the second working mode (PTI mode) to the first working mode (host mode), the following states are performed: keeping a main clutch 1012 on-line, a PTO clutch off-line, a PTI clutch off-line, a shaft-driven motor to stop, and a shaft-driven motor to switch on and off, wherein the rotating speed of the main engine is changed according to the instruction of a handle. The hybrid system remains in this state until the next mode switching is initiated.

Further, when switching the system from the first operating mode to the third operating mode, the controller 104 performs the following operations in sequence:

the main power source 102 is made to rotate at a constant speed, the second auxiliary clutch 1014 is engaged, the motor 103 is started in a power generation operation mode, and a switch of the motor 103 is turned on.

For example, the flow of the switching phase for switching the first operation mode (host mode) to the third operation mode (PTO mode) is shown in fig. 5.

Step 501: (holding) the master clutch 1012 in-line;

step 502: (hold) PTI clutch disengaged;

step 503: (action) constant rotation speed of the main machine;

step 504: (action) PTO clutch platoon;

step 505: (action) shaft with motor PTO mode start;

step 506: the (action) shaft is provided with a motor switch for switching on.

After the hybrid system is switched from the first operation mode (host mode) to the third operation mode (PTO mode), the completion phase is operated as follows: keeping a main clutch 1012 on-line, a PTO clutch on-line, a PTI clutch off-line and a shaft motor switch on-line, wherein the rotating speed of a main engine is changed according to a handle instruction, and the power generation power of the shaft motor is changed according to a PMS instruction. The hybrid system remains in this state until the next mode switch is initiated.

Further, when switching the system from the third operating mode to the first operating mode, the controller 104 sequentially performs the following operations:

the main power source 102 is made to rotate at a constant speed, the switch of the motor 103 is opened, the second auxiliary clutch 1014 is disengaged, and the motor 103 is stopped in the power generation operation mode.

For example, the flow of the switching phase for switching the third operation mode (PTO mode) to the first operation mode (host mode) is shown in fig. 6.

Step 601: (holding) the master clutch 1012 in-line;

step 602: (hold) PTI clutch disengaged;

step 603: (action) constant rotation speed of the main machine;

step 604: the (action) shaft is provided with a motor switch for opening;

step 605: (action) PTO clutch unglugging;

step 606: (action) shaft with motor PTO mode stop.

After the hybrid system is switched from the third operating mode (PTO mode) to the first operating mode (host mode), the completion phase operates as follows: keeping a main clutch 1012 on-line, a PTO clutch off-line, a PTI clutch off-line, a shaft-driven motor stop, a shaft-driven motor switch off-line, and the rotating speed of the main machine is changed according to the instruction of a handle. The hybrid system remains in this state until the next mode switching is initiated.

Further, when switching the system from the first operation mode to the fourth operation mode, the controller 104 sequentially performs the following operations:

the main clutch 1012 is disengaged, the first auxiliary clutch 1013 is engaged, the switch of the motor 103 is turned on, the motor 103 is started in the independent drive operation mode, and the main power source 102 is stopped.

For example, the flow of the switching phase for switching the first operating mode (host mode) to the fourth operating mode (PTH mode) is shown in fig. 7.

Step 701: (Hold) PTO Clutch Release

Step 702: (action) the main clutch 1012 is disengaged;

step 703: (action) PTI clutch platoon;

step 704: the shaft with a motor switch is switched on;

step 705: (action) shaft-to-shaft motor PTH mode start;

step 706: the (action) host computer is stopped.

After the hybrid system is switched from the first operation mode (host mode) to the fourth operation mode (PTH mode), the completion phase is operated as follows: keeping a main clutch 1012 to be disconnected, a PTO clutch to be disconnected, a PTI clutch to be connected, stopping the main engine, and switching on a shaft motor switch, wherein the rotating speed of the shaft motor is changed according to the instruction of a handle. The hybrid system remains in this state until the next mode switch is initiated.

Further, when the system is switched from the fourth operation mode to the first operation mode, the controller 104 sequentially performs the following operations:

starting the main power source 102, disengaging the first auxiliary clutch 1013, engaging the main clutch 1012, stopping the motor 103 from the independent drive operation mode, and opening and closing the motor 103.

Exemplarily, the switching phase flow for switching the fourth operation mode (PTH mode) to the first operation mode (host mode) is shown in fig. 8.

Step 801: (hold) PTO clutch disengaged;

step 802: (action) the host computer starts;

step 803: (action) PTI clutch ungluing;

step 804: (action) master clutch 1012 is engaged;

step 805: (action) shaft-to-shaft motor PTH mode stop;

step 806: the (action) shaft is provided with a motor switch for opening.

After the hybrid system is switched from the fourth operation mode (PTH mode) to the first operation mode (host mode), the completion phase is operated as follows: keeping a main clutch 1012 on-line, a PTO clutch off-line, a PTI clutch off-line, a shaft-driven motor stop, a shaft-driven motor switch off-line, and the rotating speed of the main machine is changed according to the instruction of a handle. The hybrid system remains in this state until the next mode switching is initiated.

Further, the primary power source 102 is an oil-or pneumatic-based prime mover, the target propeller 105 is a propeller, the motor 103 is a shaft-to-belt motor, and the transmission structure 101 is a gear-based transmission structure 101.

Based on the same inventive concept as the multi-mode hybrid power system of the embodiment of the invention, the embodiment of the invention provides a ship, which is characterized by comprising any one of the multi-mode hybrid power systems.

Fig. 9 is a flowchart illustrating a multi-mode hybrid power system control method according to an embodiment of the present invention, and based on the same inventive concept as that of the multi-mode hybrid power system according to the embodiment of the present invention, the multi-mode hybrid power system includes a transmission structure including a transmission body, and a main clutch, a first sub clutch, and a second sub clutch connected to the transmission body; a primary power source connected with the primary clutch; the motor is respectively connected with the first auxiliary clutch and the second auxiliary clutch; characterized in that the method comprises:

step 901: receiving an automation instruction or manual operation of an operator;

step 902: controlling the main clutch, the first auxiliary clutch and the second auxiliary clutch to be on or off based on the automated command or the manual operation to cooperatively cooperate the main power source, the transmission structure and the motor to switch between a plurality of different operating modes;

in a first working mode, the main power source drives a target propeller to work, the motor does not work, in a second working mode, the main power source and the motor drive the target propeller to work together, in a third working mode, the main power source drives the target propeller to work and simultaneously drives the motor to generate power, and in a fourth working mode, the motor drives the target propeller to work, and the main power source does not work.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said electric machine to switch between a plurality of different operating modes based on said automated command or said manual operation comprises:

and when the system works in the first working mode, keeping the master clutch on-line, the first auxiliary clutch off-line and the second auxiliary clutch off-line.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said electric machine to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system works in the second working mode, the main clutch on-line, the first auxiliary clutch on-line and the second auxiliary clutch off-line are kept, and the motor is in an electric state and is switched on.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said electric machine to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

and when the system works in the third working mode, keeping the main clutch on-line state, the first auxiliary clutch off-line state, the second auxiliary clutch on-line state and the motor in a power generation state.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said electric machine to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

and when the system works in the fourth working mode, the main clutch is disconnected, the first auxiliary clutch is connected, the second auxiliary clutch is disconnected, and the motor is in an electric state and is switched on.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch and said second auxiliary clutch based on said automated command or said manual operation to cooperatively cooperate said primary power source, said transmission structure and said motor to switch between a plurality of different operating modes further comprises:

when the system is switched from the first working mode to the second working mode, the following operations are sequentially carried out: the main power source is enabled to be in constant rotating speed, the first auxiliary clutch is enabled to be arranged in a row, the switch of the motor is enabled to be switched on, and the motor is enabled to be started in an auxiliary driving working mode.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said electric machine to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system is switched from the second working mode to the first working mode, the following operations are sequentially performed: and enabling the main power source to rotate at a constant speed, enabling the first auxiliary clutch to be disengaged, enabling the motor to stop the auxiliary driving working mode, and enabling the switch of the motor to be switched off.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said electric machine to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system is switched from the first working mode to the third working mode, the following operations are sequentially performed: the main power source is enabled to be constant in rotating speed, the second auxiliary clutch is enabled to be arranged in a combined mode, the motor is enabled to be started in a power generation working mode, and a switch of the motor is enabled to be switched on.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said electric machine to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system is switched from the third working mode to the first working mode, the following operations are sequentially performed: and the main power source is enabled to be constant in rotating speed, the switch of the motor is enabled to be switched off, the second auxiliary clutch is enabled to be disconnected, and the motor is enabled to stop the power generation working mode.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said electric machine to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system is switched from the first working mode to the fourth working mode, the following operations are sequentially performed: the main clutch is disconnected, the first auxiliary clutch is connected, a switch of the motor is switched on, the motor is started in an independent driving working mode, and the main power source is stopped.

Further, said controlling the make and break of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said electric machine to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system is switched from the fourth working mode to the first working mode, the following operations are sequentially performed: starting the main power source, releasing the first auxiliary clutch, closing the main clutch, stopping the motor in the independent driving working mode, and opening and closing the switch of the motor.

According to another aspect of the present invention, there is also provided a storage medium having stored therein a plurality of instructions adapted to be loaded by a processor to execute any of the multi-mode hybrid powertrain systems described above.

In summary, although the present invention has been described with reference to the preferred embodiments, the above-described preferred embodiments are not intended to limit the present invention, and those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention, therefore, the scope of the present invention shall be determined by the appended claims.

Claims (28)

1. A multi-mode hybrid powertrain system, the system comprising:

the transmission structure comprises a transmission body, and a main clutch, a first auxiliary clutch and a second auxiliary clutch which are connected with the transmission body;

a primary power source connected with the primary clutch;

the motor is respectively connected with the first auxiliary clutch and the second auxiliary clutch;

the controller is respectively connected with the main clutch, the first auxiliary clutch and the second auxiliary clutch, and is used for enabling the main power source, the transmission structure and the motor to be cooperatively matched by controlling the on-off of the main clutch, the first auxiliary clutch and the second auxiliary clutch so as to switch among a plurality of different working modes;

in a first working mode, the main power source drives the target propeller to work, the motor does not work, in a second working mode, the main power source and the motor jointly drive the target propeller to work, in a third working mode, the main power source drives the target propeller to work and simultaneously drives the motor to generate power, and in a fourth working mode, the motor drives the target propeller to work, and the main power source does not work.

2. The system of claim 1, wherein the system further comprises:

and the energy storage device is electrically connected with the motor and used for supplying power to the motor and storing the electric energy sent by the motor.

3. The system of claim 2, wherein the system further comprises:

and the frequency converter is electrically connected with the controller, the motor and the energy storage device and is used for rectifying and frequency-regulating the current transmitted between the motor and the energy storage device.

4. The system of claim 3, wherein the system further comprises:

the alternating current distribution board is electrically connected with the controller, the frequency converter, the generator set and a mains supply, wherein a motor switch is arranged between the alternating current distribution board and the frequency converter.

5. The system of claim 4, wherein the controller maintains the master clutch on-line, the first slave clutch off-line, and the second slave clutch off-line while the system is operating in the first operating mode.

6. The system of claim 5, wherein the controller maintains the master clutch on-line, the first slave clutch on-line, the second slave clutch off-line, the motor in a powered state, and on-state while the system is operating in the second operating mode.

7. The system of claim 6, wherein the controller maintains the master clutch on-state, the first auxiliary clutch off-state, the second auxiliary clutch on-state, and the electric machine in a power generating state while the system operates in the third operating mode.

8. The system of claim 7, wherein the controller maintains the master clutch disengaged, the first slave clutch engaged, the second slave clutch disengaged, the motor powered, and closed while the system is operating in the fourth operating mode.

9. The system of claim 8, wherein upon switching the system from the first mode of operation to the second mode of operation, the controller performs the following in sequence:

the main power source is enabled to be in constant rotating speed, the first auxiliary clutch is enabled to be arranged in a row, the switch of the motor is enabled to be switched on, and the motor is enabled to be started in an auxiliary driving working mode.

10. The system of claim 9, wherein upon switching the system from the second mode of operation to the first mode of operation, the controller performs the following in sequence:

and enabling the main power source to rotate at a constant speed, enabling the first auxiliary clutch to be disengaged, enabling the motor to stop the auxiliary driving working mode, and enabling the switch of the motor to be switched off.

11. The system of claim 10, wherein upon switching the system from the first mode of operation to the third mode of operation, the controller performs the following in sequence:

the main power source is enabled to be constant in rotating speed, the second auxiliary clutch is enabled to be arranged in a row, the motor is enabled to be started in a power generation working mode, and a switch of the motor is enabled to be switched on.

12. The system of claim 11, wherein upon switching the system from the third mode of operation to the first mode of operation, the controller performs the following in sequence:

and the main power source is enabled to be in constant rotating speed, the switch of the motor is enabled to be switched off, the second auxiliary clutch is enabled to be disconnected, and the motor is enabled to stop the power generation working mode.

13. The system of claim 12, wherein upon switching the system from the first mode of operation to the fourth mode of operation, the controller performs the following in sequence:

the main clutch is disconnected, the first auxiliary clutch is connected, a switch of the motor is switched on, the motor is started in an independent driving working mode, and the main power source is stopped.

14. The system of claim 13, wherein upon switching the system from the fourth mode of operation to the first mode of operation, the controller performs the following in sequence:

starting the main power source, disconnecting the first auxiliary clutch, closing the main clutch, stopping the motor in the independent driving working mode, and opening and closing the switch of the motor.

15. The system according to any of claims 1-4, wherein the primary power source is an oil-or pneumatic-based prime mover, the propeller is a propeller, the motor is a shaft-to-belt motor, and the transmission structure is a gear-based transmission structure.

16. A marine vessel, characterized in that the marine vessel comprises a multi-mode hybrid system according to any one of claims 1-15.

17. A multi-mode hybrid powertrain control method includes a transmission structure including a transmission body, and a main clutch, a first sub clutch, and a second sub clutch connected to the transmission body; a primary power source connected with the primary clutch; the motor is respectively connected with the first auxiliary clutch and the second auxiliary clutch; characterized in that the method comprises:

receiving an automation instruction or manual operation of an operator;

controlling the main clutch, the first auxiliary clutch and the second auxiliary clutch to be on or off based on the automated command or the manual operation to cooperatively cooperate the main power source, the transmission structure and the motor to switch between a plurality of different operating modes;

in a first working mode, the main power source drives the target propeller to work, the motor does not work, in a second working mode, the main power source and the motor jointly drive the target propeller to work, in a third working mode, the main power source drives the target propeller to work and simultaneously drives the motor to generate power, and in a fourth working mode, the motor drives the target propeller to work, and the main power source does not work.

18. The method of claim 17, wherein said controlling the opening and closing of the primary clutch, the first auxiliary clutch, and the second auxiliary clutch to cooperatively engage the primary power source, the transmission structure, and the motor to switch between a plurality of different operating modes based on the automated command or the manual operation comprises:

and when the system works in the first working mode, keeping the master clutch on-line, the first auxiliary clutch off-line and the second auxiliary clutch off-line.

19. The method of claim 18, wherein said controlling the opening and closing of said main clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said main power source, said transmission structure, and said motor to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system works in the second working mode, the main clutch on-line, the first auxiliary clutch on-line and the second auxiliary clutch off-line are kept, and the motor is in an electric state and is switched on.

20. The method of claim 19, wherein said controlling the opening and closing of said main clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said main power source, said transmission structure, and said motor to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

and when the system works in the third working mode, keeping the main clutch on-line state, the first auxiliary clutch off-line state, the second auxiliary clutch on-line state and the motor in a power generation state.

21. The method of claim 20, wherein said controlling the opening and closing of said main clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said main power source, said transmission structure, and said motor to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

and when the system works in the fourth working mode, the main clutch is disconnected, the first auxiliary clutch is connected, the second auxiliary clutch is disconnected, and the motor is in an electric state and is switched on.

22. The method of claim 21, wherein said controlling the opening and closing of said main clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said main power source, said transmission structure, and said motor to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system is switched from the first working mode to the second working mode, the following operations are sequentially performed: the main power source is enabled to be in constant rotating speed, the first auxiliary clutch is enabled to be arranged in a row, the switch of the motor is enabled to be switched on, and the motor is enabled to be started in an auxiliary driving working mode.

23. The method of claim 22, wherein said controlling the opening and closing of said main clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said main power source, said transmission structure, and said motor to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system is switched from the second working mode to the first working mode, the following operations are sequentially performed: and enabling the main power source to rotate at a constant speed, enabling the first auxiliary clutch to be disengaged, enabling the motor to stop the auxiliary driving working mode, and enabling the switch of the motor to be switched off.

24. The method of claim 23, wherein said controlling the opening and closing of said main clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said main power source, said transmission structure, and said motor to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system is switched from the first working mode to the third working mode, the following operations are sequentially performed: the main power source is enabled to be constant in rotating speed, the second auxiliary clutch is enabled to be arranged in a row, the motor is enabled to be started in a power generation working mode, and a switch of the motor is enabled to be switched on.

25. The method of claim 24, wherein said controlling the opening and closing of said main clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said main power source, said transmission structure, and said motor to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system is switched from the third working mode to the first working mode, the following operations are sequentially performed: and the main power source is enabled to be constant in rotating speed, the switch of the motor is enabled to be switched off, the second auxiliary clutch is enabled to be disconnected, and the motor is enabled to stop the power generation working mode.

26. The method of claim 25, wherein said controlling the opening and closing of said main clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said main power source, said transmission structure, and said motor to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system is switched from the first working mode to the fourth working mode, the following operations are sequentially performed: the main clutch is disconnected, the first auxiliary clutch is connected, a switch of the motor is switched on, the motor is started in an independent driving working mode, and the main power source is stopped.

27. The method of claim 26, wherein said controlling the opening and closing of said primary clutch, said first auxiliary clutch, and said second auxiliary clutch to cooperatively engage said primary power source, said transmission structure, and said motor to switch between a plurality of different operating modes based on said automated command or said manual operation further comprises:

when the system is switched from the fourth working mode to the first working mode, the following operations are sequentially performed: starting the main power source, releasing the first auxiliary clutch, closing the main clutch, stopping the motor in the independent driving working mode, and opening and closing the switch of the motor.

28. A storage medium having stored therein a plurality of instructions adapted to be loaded by a processor to perform a multi-mode hybrid powertrain control method as claimed in any one of claims 17 to 27.

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