High-horsepower single-motor double-motor electric boat power system

Abstract

The utility model relates to the technical field of power systems, in particular to a high-horsepower single-electric double-engine electric boat power system which comprises a BCU (whole boat controller), a first low-voltage system, a battery system, a first outboard engine system, an HMI (human-machine interface) system, a second low-voltage system, a second outboard engine system and a communication system. The BCU, the first low-voltage system, the battery system, the first outboard engine system, the HMI system, the second low-voltage system and the second outboard engine system are all connected through the communication system, and the first outboard engine system and the second outboard engine system are electrically connected to the battery system in parallel. According to the utility model, more power can be output than that of a stand-alone system, so that the boat can obtain faster acceleration and higher limit speed, and a user can obtain better driving experience; the power system has higher system redundancy, and when a certain outboard engine system breaks down seriously, the power system capable of running still can guarantee that the boat continues to run safely and returns to a port.

Description

Technical Field

[0001] This patent relates to the technical field of power systems, and particularly to a large-horsepower single-electric double-machine electric boat power system. Background Art

[0002] Under the background of "dual carbon", traffic emissions reduction is the most prominent. New energy technologies with power batteries and motors as the core have achieved relatively prominent achievements in the field of road traffic. Currently, the electrification of waterborne transportation mainly consisting of inland and offshore ships is in the stage of technological reserve in the early stage of industrial development, and the industrialization market has broad prospects. Summary of the Invention

[0003] In order to ensure the safety of personnel and property and put forward higher requirements for water travel safety, the present utility model proposes a large-horsepower single-electric double-machine electric boat power system, including a BCU (boat controller), a No. 1 low-voltage system, a battery system, a No. 1 outboard engine system, an HMI (human-machine interface) system, a No. 2 low-voltage system, a No. 2 outboard engine system, and a communication system; the BCU, the No. 1 low-voltage system, the battery system, the No. 1 outboard engine system, the HMI system, the No. 2 low-voltage system, and the No. 2 outboard engine system are all connected through the communication system, and the No. 1 outboard engine system and the No. 2 outboard engine system are connected in parallel to the battery system.

[0004] As another alternative preferred solution: the No. 1 low-voltage system includes a No. 1 low-voltage battery, a No. 1 low-voltage distribution box, and a No. 1 communication network; the No. 1 low-voltage battery supplies power to the No. 1 low-voltage electrical appliances on the whole boat; the No. 1 low-voltage distribution box includes power switches for the battery system, the outboard engine system, and the HMI system, and the BCU realizes the low-voltage power-on and power-off control of the No. 1 major subsystems by controlling the power switches; the BCU communicates with the No. 1 major subsystems through the No. 1 communication network, obtains the relevant states of the No. 1 major subsystems, and conducts relevant control on the No. 1 major subsystems.

[0005] As another alternative preferred solution: The battery system includes a high-voltage battery, a BMS (Battery Management System), a high-voltage distribution box, a DCDC12 (high-voltage DC to 12V DC), a DCDC24 (high-voltage DC to 24V DC), and a heat dissipation system; the high-voltage battery provides power for the No. 1 outboard engine system, provides power for the No. 2 outboard engine system, and provides input for the DCDC12 and the DCDC24; the BMS monitors and manages the high-voltage battery, feeds back the relevant status of the high-voltage battery to the BCU, and receives the BCU control instruction to control the high-voltage distribution box; the high-voltage distribution box receives the control instruction of the BMS to control relevant relays to achieve high-voltage power-on and power-off control; the DCDC12 receives the BCU control instruction to supply power to drive the No. 1 lifting motor and the No. 2 lifting motor, and provides a 12V electrical appliance interface; the DCDC24 receives the BCU control instruction to charge the No. 1 low-voltage system and the No. 2 low-voltage system, and provides a 24V electrical appliance interface; the heat dissipation system receives the BCU control instruction to dissipate heat for the high-voltage battery, the DCDC12, and the DCDC24.

[0006] As another alternative preferred solution: The No. 1 outboard engine system includes a No. 1 propulsion motor, a No. 1 MCUT (Propulsion Motor Controller), a No. 1 steering motor, a No. 1 MCUS (Steering Motor Controller), a No. 1 lifting motor, a No. 1 speed reducer, a No. 1 propeller, and a No. 1 heat dissipation system; the No. 1 propulsion motor is powered by the No. 1 high-voltage battery and is controlled by the No. 1 MCUT, and outputs propulsion power to the No. 1 speed reducer; the No. 1 MCUT receives the control instruction of the BCU to control the No. 1 propulsion motor; the No. 1 steering motor is controlled by the No. 1 MCUS to achieve the steering of the No. 1 outboard engine, thereby achieving the steering control of the whole ship; the No. 1 MCUS receives the control instruction of the BCU to control the No. 1 steering motor; the No. 1 lifting motor is controlled by the BCU to achieve the lifting of the No. 1 outboard engine; the No. 1 speed reducer transmits the power of the No. 1 propulsion motor to the No. 1 propeller through gear speed change; the No. 1 propeller rotates to generate thrust to achieve the propulsion control of the whole ship; the No. 1 heat dissipation system receives the BCU control instruction to dissipate heat for the No. 1 propulsion motor and the No. 1 MCUT.

[0007] As another alternative preferred solution: The HMI system includes an instrument panel, a handle, a steering wheel, a key, and a safety rope; the user starts and shuts down the entire power system through the key; the user controls the forward and backward propulsion and the lifting of the outboard motor through the handle; the user controls the left and right steering of the outboard motor through the steering wheel; the safety rope provides safety protection for the user. The driver connects the safety rope before driving. During driving, if the driver accidentally falls into the water, the disconnection of the safety rope will trigger the system to shut down; the instrument panel displays the status information of the entire ship and each major subsystem to the user.

[0008] As another alternative preferred solution: The No. 2 low-voltage system includes a No. 2 low-voltage battery, a No. 2 low-voltage distribution box, and a No. 2 communication network; the No. 2 low-voltage battery supplies power to the No. 2 low-voltage electrical appliances on the entire ship; the BCU realizes the low-voltage power-on and power-off control of the No. 2 outboard motor system by controlling the power switch of the outboard motor system in the No. 2 low-voltage distribution box; the BCU communicates with the No. 2 outboard motor system through the No. 2 communication network, obtains the relevant status of the No. 2 outboard motor system, and conducts relevant control on the No. 2 outboard motor system.

[0009] As another alternative preferred solution: The No. 2 outboard motor system includes a No. 2 propulsion motor, a No. 2 MCUT, a No. 2 steering motor, a No. 2 MCUS, a No. 2 lifting motor, a No. 2 reducer, a No. 2 propeller, and a No. 2 cooling system; the No. 2 propulsion motor is powered by the No. 2 high-voltage battery and is controlled by the No. 2 MCUT, and outputs propulsion power to the No. 2 reducer; the No. 2 MCUT receives the control command of the BCU to control the No. 2 propulsion motor; the No. 2 steering motor is controlled by the No. 2 MCUS to realize the steering of the No. 2 outboard motor, thereby realizing the steering control of the entire ship; the No. 2 MCUS receives the control command of the BCU to control the No. 2 steering motor; the No. 2 lifting motor is controlled by the BCU to realize the lifting of the No. 2 outboard motor; the No. 2 reducer transmits the power of the No. 2 propulsion motor to the No. 2 propeller after gear speed change; the No. 2 propeller rotates to generate thrust to realize the propulsion control of the entire ship; the No. 2 cooling system receives the control command of the BCU to provide cooling for the No. 2 propulsion motor and the No. 2 MCUT.

[0010] The advantages of this patent compared with the prior art are: The single-electric double-machine system of the present utility model provides more power system solutions for 7-12-meter boats. The single-electric double-machine system can output more power than the single-machine system, enabling the boat to obtain faster acceleration and higher maximum speed, and providing users with a better driving experience. The single-electric double-machine system has higher system redundancy, and when a serious failure occurs in a certain outboard motor system, there is still an operable power system to ensure the safe continuation of the boat's journey and its return to the port. Brief Description of the Drawings

[0011] The present invention will be further described below in conjunction with the drawings and embodiments:

[0012] Figure 1 It is a schematic diagram of the overall structure of the large - horsepower single - electric - double - engine electric boat power system according to an embodiment of the present utility model. Detailed Embodiments

[0013] The technical solutions of the present invention will be clearly and completely described below in conjunction with the drawings. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0014] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions.

[0015] In the description of the present invention, it should be noted that unless otherwise clearly defined and limited, the terms "installed", "connected", "connected" should be understood in a broad sense. For example, it can be a fixed connection or a detachable connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0016] The following are only the preferred embodiments of the present invention, and do not limit the protection scope of the present invention accordingly.

[0017] Embodiment, see Figure 1 As shown: A large - horsepower single - electric - double - engine electric boat power system includes a whole - ship controller (hereinafter referred to as BCU), a No. 1 low - voltage system, a battery system, a No. 1 outboard engine system, a human - machine interface (hereinafter referred to as HMI) system, a No. 2 low - voltage system, and a No. 2 outboard engine system; the BCU, the No. 1 low - voltage system, the battery system, the No. 1 outboard engine system, the HMI system, the No. 2 low - voltage system, and the No. 2 outboard engine system are all connected through a communication system, and the No. 1 outboard engine system and the No. 2 outboard engine system are connected in parallel to the battery system.

[0018] The No. 1 low-voltage system includes the No. 1 low-voltage battery, the No. 1 low-voltage distribution box, and the No. 1 communication network. The No. 1 low-voltage battery supplies power to the No. 1 low-voltage electrical appliances on the whole ship. The BCU realizes the low-voltage power-on and power-off control of the major subsystems (battery system, outboard engine system, and HMI system) in the No. 1 low-voltage distribution box by controlling the power switches of these subsystems. The BCU communicates with the major subsystems in the No. 1 through the No. 1 communication network, obtains the relevant states of the major subsystems in the No. 1, and conducts relevant control over the major subsystems in the No. 1.

[0019] The battery system includes a high-voltage battery, a battery management system (hereinafter referred to as BMS), a high-voltage distribution box, a high-voltage DC to 12V DC (hereinafter referred to as DCDC12), a high-voltage DC to 24V DC (hereinafter referred to as DCDC24), and a heat dissipation system. The high-voltage battery provides power for the No. 1 propulsion motor, provides power for the No. 2 propulsion motor, and provides input for DCDC12 and DCDC24. The BMS monitors and manages the high-voltage battery, feeds back the relevant states of the high-voltage battery to the BCU, and receives the control instructions from the BCU to control the high-voltage distribution box. The high-voltage distribution box receives the control instructions from the BMS to control the relevant relays to realize high-voltage power-on and power-off control. DCDC12 receives the control instructions from the BCU to supply power to the No. 1 lifting motor and the No. 2 lifting motor, and provides a 12V electrical appliance interface for customers. DCDC24 receives the control instructions from the BCU to charge the low-voltage battery and provides a 24V electrical appliance interface for customers. The heat dissipation system receives the control instructions from the BCU to dissipate heat for the high-voltage battery, DCDC12, and DCDC24.

[0020] The No. 1 outboard engine system includes the No. 1 propulsion motor, the No. 1 propulsion motor controller (hereinafter referred to as MCUT), the No. 1 steering motor, the No. 1 steering motor controller (hereinafter referred to as MCUS), the No. 1 lifting motor, the No. 1 reducer, the No. 1 propeller, and the No. 1 heat dissipation system. The No. 1 propulsion motor is powered by the No. 1 high-voltage battery and is controlled by the No. 1 MCUT, and outputs the propulsion power to the No. 1 reducer. The No. 1 MCUT receives the control instructions from the BCU to control the No. 1 propulsion motor. The No. 1 steering motor is controlled by the No. 1 MCUS to realize the steering of the No. 1 outboard engine, thereby realizing the steering control of the whole ship. The No. 1 MCUS receives the control instructions from the BCU to control the No. 1 steering motor. The No. 1 lifting motor is controlled by the BCU to realize the lifting of the No. 1 outboard engine. The No. 1 reducer transmits the power of the No. 1 propulsion motor to the No. 1 propeller through gear speed change. The No. 1 propeller rotates to generate thrust, realizing the propulsion control of the whole ship. The No. 1 heat dissipation system receives the control instructions from the BCU to dissipate heat for the No. 1 propulsion motor and the No. 1 MCUT.

[0021] The HMI system includes instruments, handles, steering wheels, keys, and safety ropes. The user starts and shuts down the entire power system through the key. The user controls the forward and backward propulsion and the tilting up and down of the outboard motor through the handle. The user controls the left and right steering of the outboard motor through the steering wheel. The safety rope provides safety protection for the user. The driver connects the safety rope before driving. If the driver accidentally falls into the water during driving, the disconnection of the safety rope will trigger the shutdown of the system. The instrument displays the status information of the entire ship and major subsystems to the user.

[0022] The No. 2 low-voltage system includes a No. 2 low-voltage battery, a No. 2 low-voltage distribution box, and a No. 2 communication network. The No. 2 low-voltage battery supplies power to the No. 2 low-voltage electrical appliances on the entire ship. The BCU realizes the low-voltage power-on and power-off control of the No. 2 outboard motor system by controlling the power switch of the outboard motor system in the No. 2 low-voltage distribution box. The BCU communicates with the No. 2 outboard motor system through the No. 2 communication network, obtains the relevant status of the No. 2 outboard motor system, and performs relevant control on the No. 2 outboard motor system.

[0023] The No. 2 outboard motor system includes a No. 2 propulsion motor, a No. 2 propulsion motor controller (hereinafter referred to as MCUT for short), a No. 2 steering motor, a No. 2 steering motor controller (hereinafter referred to as MCUS for short), a No. 2 tilting motor, a No. 2 reducer, a No. 2 propeller, and a No. 2 heat dissipation system. The No. 2 propulsion motor is powered by the No. 2 high-voltage battery and is controlled by the No. 2 MCUT, and outputs the propulsion power to the No. 2 reducer. The No. 2 MCUT receives the control instructions from the BCU to control the No. 2 propulsion motor. The No. 2 steering motor is controlled by the No. 2 MCUS to realize the steering of the No. 2 outboard motor, thereby realizing the steering control of the entire ship. The No. 2 MCUS receives the control instructions from the BCU to control the No. 2 steering motor. The No. 2 tilting motor is controlled by the BCU to realize the tilting of the No. 2 outboard motor. The No. 2 reducer transmits the power of the No. 2 propulsion motor to the No. 2 propeller through gear speed change. The No. 2 propeller rotates to generate thrust, realizing the propulsion control of the entire ship. The No. 2 heat dissipation system receives the control instructions from the BCU to provide heat dissipation for the No. 2 propulsion motor and the No. 2 MCUT.

[0024] Obviously, the above embodiments of the present invention are only examples for clearly illustrating the present invention, and are not limitations on the implementation manners of the present invention. For those of ordinary skill in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to enumerate all the implementation manners here. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included within the protection scope of the claims of the present invention.

Claims

1. A high-horsepower single-motor dual-motor electric boat power system, characterized by: It includes a BCU, a No. 1 low-voltage system, a battery system, a No. 1 outboard motor system, an HMI system, a No. 2 low-voltage system, a No. 2 outboard motor system and a communication system; the BCU, the No. 1 low-voltage system, the battery system, the No. 1 outboard motor system, the HMI system, the No. 2 low-voltage system and the No. 2 outboard motor system are all connected via the communication system, and the No. 1 outboard motor system and the No. 2 outboard motor system are electrically connected to the battery system in parallel.

2. A high-horsepower single-motor dual-motor electric boat power system as claimed in claim 1, characterized in that: The No. 1 low-voltage system includes a No. 1 low-voltage battery, a No. 1 low-voltage distribution box and a No. 1 communication network; the No. 1 low-voltage battery supplies power to the No. 1 low-voltage electrical appliance of the entire ship; the No. 1 low-voltage distribution box includes power switches for the battery system, the outboard motor system and the HMI system, and the BCU realizes low-voltage power-on and power-off control of each major subsystem No. 1 by controlling the power switches; the BCU communicates with each major subsystem No. 1 through the No. 1 communication network, obtains the relevant status of each major subsystem No. 1, and performs relevant control on each major subsystem No.

1.

3. A high-horsepower single-motor dual-motor electric boat power system as claimed in claim 1, characterized in that: The battery system includes a high-voltage battery, a BMS, a high-voltage distribution box, a DCDC12, a DCDC24 and a cooling system; the high-voltage battery provides power for the No. 1 outboard motor system, provides power for the No. 2 outboard motor system, and provides input for the DCDC12 and the DCDC24; the BMS monitors and manages the high-voltage battery, feeds back the relevant status of the high-voltage battery to the BCU, and receives the BCU control command to control the high-voltage distribution box; the high-voltage distribution box receives the control command of the BMS to control the relevant relays to achieve high-voltage power on and off control; the DCDC12 receives the BCU control command to power the lift motor and provides a 12V electrical appliance interface; the DCDC24 receives the BCU control command to charge the No. 1 low-voltage system and the No. 2 low-voltage system, and provides a 24V electrical appliance interface; the cooling system receives the BCU control command to provide heat dissipation for the high-voltage battery, the DCDC12 and the DCDC24.

4. A high-horsepower single-motor dual-motor electric boat power system as claimed in claim 3, characterized in that: The No. 1 outboard motor system includes No. 1 propulsion motor, No. 1 MCUT, No. 1 steering motor, No. 1 MCUS, No. 1 tilting motor, No. 1 reducer, No. 1 propeller and No. 1 cooling system; the No. 1 propulsion motor is powered by the high-voltage battery and controlled by the No. 1 MCUT to output the propulsion power to the No. 1 reducer; the No. 1 MCUT receives the control instruction of the BCU to control the No. 1 propulsion motor; the No. 1 steering motor is controlled by the No. 1 MCUS to realize the steering of the No. 1 outboard motor, thereby realizing the steering control of the entire ship; the No. 1 MCUS receives the control instruction of the BCU to control the No. 1 steering motor; the No. 1 tilting motor is controlled by the BCU to realize the tilting of the No. 1 outboard motor; the No. 1 reducer transmits the power of the No. 1 propulsion motor to the No. 1 propeller after gear speed change; The No. 1 propeller rotates to generate thrust to achieve propulsion control of the entire ship; the No. 1 cooling system receives the BCU control instruction to provide heat dissipation for the No. 1 propulsion motor and the No. 1 MCUT.

5. A high-horsepower single-motor dual-motor electric boat power system as claimed in claim 1, characterized in that: The HMI system includes an instrument, a handle, a steering wheel, a key and a safety rope; the user starts and shuts down the entire power system through the key; the user controls the forward and backward propulsion and the lifting and lowering of the outboard motor through the handle; the user controls the left and right steering of the outboard motor through the steering wheel; the safety rope provides safety protection for the user, and the driver connects the safety rope before driving. If the driver accidentally falls into the water during driving, the disconnection of the safety rope will trigger the system to shut down; the instrument displays the status information of the entire ship and each major subsystem to the user.

6. A high-horsepower single-motor dual-motor electric boat power system as claimed in claim 3, characterized in that: The No. 2 low-voltage system includes a No. 2 low-voltage battery, a No. 2 low-voltage distribution box and a No. 2 communication network; the No. 2 low-voltage battery supplies power to the No. 2 low-voltage electrical appliances of the entire ship; the BCU realizes the low-voltage power on and off control of the No. 2 outboard motor system by controlling the power switch of the outboard motor system in the No. 2 low-voltage distribution box; the BCU communicates with the No. 2 outboard motor system through the No. 2 communication network, obtains the relevant status of the No. 2 outboard motor system, and performs relevant control on the No. 2 outboard motor system.

7. A high-horsepower single-motor dual-motor electric boat power system as claimed in claim 6, characterized in that: The No. 2 outboard motor system includes a No. 2 propulsion motor, a No. 2 MCUT, a No. 2 steering motor, a No. 2 MCUS, a No. 2 tilting motor, a No. 2 reducer, a No. 2 propeller and a No. 2 cooling system; the No. 2 propulsion motor is powered by the high-voltage battery and controlled by the No. 2 MCUT to output the propulsion power to the No. 2 reducer; the No. 2 MCUT receives the control instruction of the BCU to control the No. 2 propulsion motor; the No. 2 steering motor is controlled by the No. 2 MCUS to achieve the steering of the No. 2 outboard motor, thereby achieving the steering control of the entire ship; the No. 2 MCUS receives the control instruction of the BCU to control the No. 2 steering motor; the No. 2 tilting motor is controlled by the BCU to achieve the tilting of the No. 2 outboard motor; the No. 2 reducer transmits the power of the No. 2 propulsion motor to the No. 2 propeller after gear speed change; The No. 2 propeller rotates to generate thrust to achieve propulsion control of the entire ship; the No. 2 cooling system receives the BCU control instruction to provide heat dissipation for the No. 2 propulsion motor and the No. 2 MCUT.

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