Water area propulsion system, fault diagnosis method and equipment thereof and storage medium

Abstract

A water area propulsion system, a fault diagnosis method and device thereof, and a storage medium, the water area propulsion system comprises a plurality of propulsion devices, each propulsion device is internally provided with a controller, or each propulsion device is externally connected with a controller, the method is applied to a target controller, and the target controller is connected with the controller. The target controller is one of the plurality of controllers, and the method comprises: determining a fault device type and a first fault level corresponding to a fault in the water area propulsion system (S101); determining a second fault level of the fault acting on the water area propulsion system on the basis of a preset mapping relationship, the fault device type and the first fault level, the mapping relationship comprising a correspondence relationship between the first fault level and the second fault level under each fault device type (S102); and generating a fault diagnosis result of the water area propulsion system according to the determined second fault level (S103).

Description

Technical Field

[0001] The present application relates to the field of ship and boat technology, and in particular to a water propulsion system and a fault diagnosis method, device, and storage medium thereof. Background Art

[0002] With the development of technology, boats have developed to have multiple outboard engines. During the driving process of the boat, each outboard engine can output power in the direction controlled by the driver. In order to ensure the safe operation of the boat, it is particularly important to perform fault detection on the boat system. In related technologies, fault detection is generally performed on key components separately to determine whether the key components have failed. The impact of the fault on the operation of the boat is usually determined by the driver based on professional experience. The professional experience of the driver varies and is not very reliable. Summary of the invention

[0003] Based on this, the present application provides a water propulsion system and its fault diagnosis method, equipment, and storage medium, which can realize reliable diagnosis of water propulsion system faults, thereby improving the safety of water propulsion system operation.

[0004] In a first aspect, the present application provides a fault diagnosis method for a water area propulsion system, wherein the water area propulsion system comprises a plurality of propulsion devices, each of which is provided with a controller, or each of which is externally connected to a controller, and the method is applied to a target controller, which is one of the plurality of controllers, and the method comprises:

[0005] Determining a faulty device type and a first fault level corresponding to a fault in the water propulsion system;

[0006] Determine a second fault level of the fault acting on the water propulsion system based on a preset mapping relationship, the fault device type and the first fault level, wherein the mapping relationship includes a correspondence between the first fault level and the second fault level under each fault device type;

[0007] A fault diagnosis result of the water area propulsion system is generated according to the determined second fault level.

[0008] In a second aspect, the present application also provides a water area propulsion system, the water area propulsion system comprising a memory and a processor;

[0009] The memory is used to store computer programs;

[0010] The processor is used to execute the computer program and implement the fault diagnosis method of the water propulsion system as described in the first aspect when executing the computer program.

[0011] In a third aspect, the present application further provides a movable device for water areas, wherein the movable device for water areas comprises the water area propulsion system as described in the second aspect.

[0012] In a fourth aspect, the present application further provides a storage medium storing a computer program, which, when executed by a processor, enables the processor to implement the fault diagnosis method for the water propulsion system as described in the first aspect.

[0013] The embodiment of the present application provides a water area propulsion system and its fault diagnosis method, device, and storage medium. By determining the second fault level of the fault of each device inside the water area propulsion system acting on the water area propulsion system, the fault diagnosis result of the water area propulsion system is generated based on the second fault level, so as to realize reliable diagnosis of the water area propulsion system fault, thereby improving the safety of the operation of the water area propulsion system. In addition, the controller of one of the multiple propulsion devices is directly responsible for the overall coordination of fault diagnosis in the present application, without the need to add an additional controller, which can ensure the accuracy of fault diagnosis and does not need to change the architecture of the water area propulsion system.

[0014] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0016] Figure 1 is a schematic flow chart of the steps of a method for diagnosing a fault of a water propulsion system provided by an embodiment of the present application;

[0017] Figure 2 It is a schematic diagram of the architecture of a water propulsion system;

[0018] Figure 3 is a schematic flow chart of the steps of another method for diagnosing a fault of a water propulsion system provided by an embodiment of the present application;

[0019] Figure 4 is a schematic diagram of a mode setting interface displayed by a human-computer interaction device provided in an embodiment of the present application;

[0020] Figure 5 is a schematic diagram of a prompt message of operation restriction provided by an embodiment of the present application;

[0021] Figure 6is a schematic flow chart of the steps of another method for diagnosing a fault of a water propulsion system provided by an embodiment of the present application;

[0022] Figure 7 It is a logic diagram of the generation of a high voltage power failure fault in a water propulsion system;

[0023] Figure 8 It is a logic diagram for generating the initial configuration of the water propulsion system;

[0024] Fig. 9 It is a logic diagram of the generation of bus undervoltage fault of the power motor driver of the water propulsion system;

[0025] Fig.10 It is a schematic block diagram of a water propulsion system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0026] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0027] The flowcharts shown in the accompanying drawings are only examples and do not necessarily include all the contents and operations / steps, nor must they be executed in the order described. For example, some operations / steps may also be decomposed, combined or partially merged, so the actual execution order may change according to actual conditions.

[0028] It should be understood that the terms used in this application specification are only for the purpose of describing specific embodiments and are not intended to limit the application. As used in this application specification and the appended claims, unless the context clearly indicates otherwise, the singular forms "a", "an" and "the" are intended to include plural forms.

[0029] It should be further understood that the term “and / or” used in the specification and appended claims refers to any combination and all possible combinations of one or more of the associated listed items, and includes these combinations.

[0030] In conjunction with the accompanying drawings, some embodiments of the present application are described in detail below. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0031] See also Figure 1 , Figure 1This is a flowchart of the steps of a method for diagnosing a fault in a water area propulsion system provided in an embodiment of the present application. The method for diagnosing a fault in a water area propulsion system can be applied to a propulsion system or a movable device in a water area including a propulsion system, or can be applied to other devices, and is not specifically limited in the present application. The movable device in a water area includes but is not limited to ships, boats, etc.

[0032] like Figure 1 As shown, the fault diagnosis method of the water propulsion system includes steps S101 to S103.

[0033] S101. Determine a faulty device type and a first fault level corresponding to a fault in a water propulsion system.

[0034] The water propulsion system includes interactive equipment groups, energy equipment groups, power equipment groups, etc. Among them, the power equipment group includes multiple propulsion devices, including but not limited to outboard engines, inboard engines, pod propulsion devices, trolling motors, etc. Each propulsion device is equipped with a controller, or each propulsion device is connected to an external controller, the controller includes but is not limited to ECU (Electronic Control Unit), and the controller controls the operation of the propulsion device.

[0035] The power equipment group includes power components, steering components, lifting components, etc. Among them, the power components include but are not limited to power motors and power motor drivers; the steering components include but are not limited to steering motors and steering motor drivers; the lifting components include but are not limited to lifting motors, lifting motor drivers, and hydraulic devices.

[0036] The energy-type equipment group includes battery components, DC-DC converters, rectifiers, inverters, generators, MPPT (Maximum Power Point Tracking, solar controller), etc. Among them, the battery components include but are not limited to batteries and BMS (Battery Management System), and the batteries include storage batteries and power batteries. The storage battery is electrically connected to the controller to power the controller. The storage battery can also power the steering component, the lifting component, and the interactive equipment group; the power battery is electrically connected to the power component to power the power component.

[0037] The interactive equipment group includes a throttle adjustment device, a steering adjustment device, a pitch adjustment device, a human-machine interaction device, etc. Among them, the throttle adjustment device includes but is not limited to a near-control steering handle and a remote control controller; the steering adjustment device includes but is not limited to a steering wheel, which is used to control and adjust the steering motor; the pitch adjustment device includes but is not limited to a pitch button, such as a pitch button on the throttle adjustment device, a pitch button on the propulsion device body, etc., which is used to control and adjust the pitch motor; the human-machine interaction device includes but is not limited to a display screen on the driving platform, which is used for the driver to perform corresponding control operations, control the operation of the water propulsion system, and display relevant information of the water propulsion system, such as the operating parameters of the propulsion device, fault prompt information, etc.

[0038] For example, taking the controller as ECU, Figure 2 As shown, the water propulsion system includes an interactive equipment group, an energy equipment group, and a power equipment group including multiple propulsion devices, wherein each propulsion device includes an ECU and propulsion-related components (power components, steering components, lifting components, etc.), and the ECU and propulsion-related components of each propulsion device are connected to the CAN2 bus of each propulsion device for data exchange, and the ECU of each propulsion device as well as the interactive equipment group and the energy equipment group are connected to the CAN1 bus for data exchange.

[0039] During the operation of the water propulsion system, in order to ensure safe operation, a fault detection process of the water propulsion system is carried out, and based on the detected fault in the water propulsion system, the fault equipment type and the first fault level corresponding to the fault are determined.

[0040] Exemplarily, the failure of the water propulsion system includes at least one of component failure, hardware port failure, and state rationality failure. Among them, component failure includes at least one component failure of the components of the interactive device group, the components of the energy device group, and the components of the power device group, such as power motor failure, steering adjustment device failure, etc.; hardware port failure includes but is not limited to hardware input and output port (I / O port) failure; state rationality failure indicates that the working parameters of at least one component of the components of the interactive device group, the components of the energy device group, and the components of the power device group exceed the preset threshold corresponding to the normal working state, that is, the components of the water propulsion system are in an abnormal working state.

[0041] In actual applications, multiple state rationality faults with causal correlation may be detected. In some embodiments, if the fault includes multiple state rationality faults with causal correlation, the fault equipment type and the first fault level corresponding to the fault in the water propulsion system are determined, including: determining the root cause fault from the multiple state rationality faults according to the causal correlation; determining the fault equipment type and the first fault level corresponding to the root cause fault.

[0042] For example, assuming that the detected faults include BMS high-voltage power-on failure and power motor driver bus undervoltage, these two faults are state rationality faults with a causal relationship. The BMS high-voltage power-on failure will cause the power motor driver bus undervoltage, and the root cause of the fault is determined to be the BMS high-voltage power-on failure. In this case, it is only necessary to determine the corresponding fault device type and the first fault level based on the BMS high-voltage power-on failure, and there is no need to consider the power motor driver bus undervoltage fault, thereby further improving the processing efficiency.

[0043] In some embodiments, the fault diagnosis method of the water propulsion system also includes: determining whether each device in the water propulsion system currently meets the fault detection start conditions; wherein, at least some of the devices correspond to different fault detection start conditions; if the device meets the detection start conditions, then starting to execute the fault detection of the device.

[0044] The fault detection start condition can be understood as the prerequisite for fault detection. It is meaningful to perform fault detection only when the prerequisite is met, otherwise a false fault may be reported. Exemplarily, the fault detection start condition at least includes: the time after the water propulsion system power-on event is triggered reaches a preset time; and / or the battery voltage of the water propulsion system is within a preset voltage range.

[0045] For example, the preset duration is 1000ms (milliseconds) and the preset voltage range is 8-16v (volts). It should be noted that the preset duration and the preset voltage range can be flexibly set according to actual conditions, and are not specifically limited in this application.

[0046] For various devices in the water propulsion system, the corresponding fault detection start conditions are not all the same. For different devices, the fault detection start conditions may be different.

[0047] For example, taking the over / under voltage fault of the power motor drive bus as an example, the corresponding fault detection start conditions include:

[0048] The duration after the water propulsion system startup event is triggered reaches 1000ms;

[0049] The battery voltage is greater than 8v and less than 16v;

[0050] The duration after the voltage initialization acquisition event of the power motor driver bus is triggered reaches 500ms;

[0051] The time after the BMS high voltage start event is triggered reaches 500ms;

[0052] The duration of the high-voltage interlock circuit being in the on state reaches 500ms.

[0053] That is, only when the above conditions are met at the same time, the power motor driver bus over / under voltage fault detection is performed. Otherwise, the power motor driver bus over / under voltage fault detection is not performed.

[0054] For example, taking the power motor overtemperature fault as an example, the corresponding fault detection start conditions include:

[0055] The duration after the water propulsion system startup event is triggered reaches 1000ms;

[0056] The battery voltage is greater than 8v and less than 16v;

[0057] The time after the temperature initialization acquisition event of the power motor is triggered reaches 500ms.

[0058] That is, only when the above conditions are met at the same time, the power motor over-temperature fault detection is performed. Otherwise, the power motor over-temperature fault detection is not performed.

[0059] For example, taking the controller disconnection fault as an example, the corresponding fault detection start conditions include:

[0060] The duration after the water propulsion system startup event is triggered reaches 1000ms;

[0061] The battery voltage is greater than 8v and less than 16v;

[0062] The communication bus is not paralyzed within 1000ms.

[0063] That is, the controller disconnection fault detection is performed only when the above conditions are met at the same time. Otherwise, the controller disconnection fault detection is not performed.

[0064] For example, taking battery overvoltage as an example, the corresponding fault detection start conditions include:

[0065] The battery voltage is greater than 8v and less than 16v.

[0066] That is, when this condition is met, battery overvoltage fault detection can be performed.

[0067] For example, taking the bus shutdown fault of the propulsion system as an example, the corresponding fault detection start conditions include:

[0068] The duration after the water propulsion system startup event is triggered reaches 1000ms.

[0069] That is, when this condition is met, bus-off fault detection of the propulsion system can be performed.

[0070] For example, taking the steering motor drive communication loss fault as an example, the corresponding fault detection start conditions include:

[0071] The duration after the water propulsion system startup event is triggered reaches 1000ms;

[0072] The battery voltage is greater than 8v and less than 16v.

[0073] That is, only when the above conditions are met at the same time, the steering motor driver communication loss fault detection is performed. Otherwise, the steering motor driver communication loss fault detection is not performed.

[0074] In some embodiments, one of the multiple propulsion devices of the water propulsion system is a main propulsion device, and the others are slave propulsion devices. The controller corresponding to the main propulsion device is used as the target controller. The controller corresponding to the main propulsion device serves as an information exchange channel between multiple propulsion devices, interactive equipment groups, and energy-type equipment groups, and is responsible for the overall management of the overall operation of the water propulsion system. Using the controller corresponding to the main propulsion device as the target controller not only facilitates data collection, but also ensures the integrity of data collection, which is conducive to improving the accuracy of fault diagnosis results.

[0075] In other embodiments, for controllers corresponding to multiple propulsion devices of the water propulsion system, based on the processing capabilities of each controller, the controller with the best processing capability is used as the target controller. For example, the controller with the best processing capability is determined based on the bandwidth of the controller as the target controller. Generally, the higher the bandwidth, the better the processing capability of the controller.

[0076] In one application scenario, the target controller is the controller of the main propulsion device, and the fault diagnosis method of the water propulsion system also includes: receiving fault information reported by at least one of the non-target controller, the interactive device group, and the energy device group.

[0077] When the fault detection start condition is met and the fault detection is performed, the non-target controller, interactive device group, energy device group, etc. perform fault detection to obtain fault information, and the non-target controller, interactive device group, energy device group, etc. report the fault information to the target controller, that is, to the controller of the main propulsion device. At the same time, the controller of the main propulsion device also obtains the fault information obtained by its own fault detection.

[0078] The controller of the main propulsion device can determine the fault equipment type and the first fault level corresponding to the fault in the water propulsion system based on the acquired fault information. Among them, the fault equipment type includes but is not limited to the power motor, steering motor, tilting motor, throttle adjustment device, steering adjustment device, tilting adjustment device, human-machine interaction device, BMS, DC-DC converter, rectifier, inverter, generator, MPPT, etc. The first fault level is determined according to the fault degree of the fault. The more serious the fault degree, the higher the corresponding first fault level.

[0079] In another application scenario, the target controller is the controller of the slave propulsion device, and the fault diagnosis method of the water propulsion system also includes: receiving fault information related to at least one of the power equipment group, interactive equipment group, and energy equipment group reported by the controller of the main propulsion device.

[0080] After the controller of the main propulsion device obtains fault information related to the power equipment group, interactive equipment group, energy equipment group, etc., it reports the fault information to the target controller (the controller of a slave propulsion device). Based on the obtained fault information, the target controller can determine the fault equipment type and the first fault level corresponding to the fault in the water propulsion system.

[0081] S102. Determine a second fault level of the fault acting on the water propulsion system based on a preset mapping relationship, a faulty device type, and a first fault level, wherein the mapping relationship includes a corresponding relationship between the first fault level and the second fault level under each faulty device type.

[0082] In some embodiments, multiple faulty equipment types are divided into multiple groups based on the degree of influence of each faulty equipment type on the propulsion device, and the mapping relationship includes a corresponding relationship between the first fault level and the second fault level in each group.

[0083] Exemplarily, the multiple groupings include a first group, a second group, and a third group, wherein the degree of impact of the faulty equipment types in the first group on the propulsion device is greater than the degree of impact of the faulty equipment types in the second group on the propulsion device, and the degree of impact of the faulty equipment types in the second group on the propulsion device is greater than the degree of impact of the faulty equipment types in the third group on the propulsion device.

[0084] Exemplarily, the types of faulty equipment in the first group include at least one of a power assembly, a throttle adjustment device, and a battery assembly, which have a large impact on the propulsion device; the types of faulty equipment in the second group include at least one of a steering assembly and a steering adjustment device, which have a moderate impact on the propulsion device; the types of faulty equipment in the third group include at least one of a lifting assembly, a lifting adjustment device, a human-computer interaction device, a DC-DC converter, an inverter, a rectifier, a generator, and an MPPT, which have a small impact on the propulsion device.

[0085] For multiple groups, the correspondence between the first fault level and the second fault level in different groups is different. Exemplarily, the correspondence between the first fault level and the second fault level in the first group is a first mapping relationship, the correspondence between the first fault level and the second fault level in the second group is a second mapping relationship, and the correspondence between the first fault level and the second fault level in the third group is a third mapping relationship.

[0086] Exemplarily, in the first mapping relationship, for the case where the first fault level is less than the first preset level, the second fault level is consistent with the first fault level; for the case where the first fault level is greater than or equal to the first preset level, the second fault level is higher than the first fault level.

[0087] For example, the first fault level includes level 1, level 2, and level 3, and the first preset level is pre-set to level 3. In the first mapping relationship, for at least one of the power assembly, the throttle adjustment device, and the battery assembly, if the first fault level is less than level 3, the fault degree is mild or general, and the corresponding second fault level is consistent with the first fault level. For example, the first fault level is level 1, and the corresponding second fault level is level 1; the first fault level is level 2, and the corresponding second fault level is level 2. If the first fault level is greater than or equal to level 3, the fault degree is serious, and the corresponding second fault level is higher than the first fault level. For example, the first fault level is level 3, and the corresponding second fault level is level 4.

[0088] Exemplarily, in the second mapping relationship, the second fault level is consistent with the first fault level.

[0089] For example, the first fault level includes level 1, level 2, and level 3. In the second mapping relationship, for at least one of the steering component and the steering adjustment device, the first fault level is level 1, and the corresponding second fault level is level 1; the first fault level is level 2, and the corresponding second fault level is level 2; the first fault level is level 3, and the corresponding second fault level is level 3.

[0090] Exemplarily, in the third mapping relationship, the second fault level is the second preset level. That is, in the third mapping relationship, for at least one of the tilting component, the tilting adjustment device, the human-machine interaction device, the DC-DC converter, the inverter, the rectifier, the generator, and the MPPT, for any fault of the first fault level, the corresponding second fault level is the second preset level.

[0091] For example, the first fault level includes level 1, level 2, and level 3, and the second preset level is preset to level 1. In the third mapping relationship, the first fault level is level 1, level 2, or level 3, and the second fault level is level 1.

[0092] In some embodiments, a mapping table of the correspondence between the first fault level and the second fault level for each fault device type is preset.

[0093] For example, taking the power equipment group as an example, the mapping relationship between the first fault level and the second fault level under each fault equipment type is shown in Table 1:

[0094] Table 1

[0095]

[0096] Taking the interactive device group as an example, the mapping relationship between the first fault level and the second fault level under each fault device type is shown in Table 2:

[0097] Table 2

[0098]

[0099] Taking the energy type equipment group as an example, the mapping relationship between the first fault level and the second fault level under each fault equipment type is shown in Table 3:

[0100] Table 3

[0101]

[0102]

[0103] After determining the fault device type and the first fault level corresponding to the fault in the water propulsion system, the preset mapping relationship is queried to determine the second fault level of the fault acting on the water propulsion system. For example, if the fault device type is determined to be a power motor and the first fault level is level 3, then by querying mapping table 1, it can be determined that the second fault level of the fault acting on the water propulsion system is level 4.

[0104] In some embodiments, before determining the second fault level of the fault acting on the aquatic propulsion system based on a preset mapping relationship, the fault equipment type and the first fault level, the fault diagnosis method of the aquatic propulsion system includes: judging whether the duration of the fault reaches a duration threshold; if the duration threshold is reached, executing the step of determining the second fault level of the fault acting on the aquatic propulsion system based on the preset mapping relationship, the fault equipment type and the first fault level.

[0105] By setting a duration threshold, the operation of determining the second fault level is performed only when the duration of the fault reaches the duration threshold, rather than immediately performing the operation of determining the second fault level once the fault is detected. This avoids fault diagnosis errors due to possible false fault detection, thereby further ensuring the reliability of fault diagnosis.

[0106] For example, for various faults that may occur in the water propulsion system, the duration thresholds corresponding to various faults are not all the same, at least some faults have different duration thresholds. By setting appropriate duration thresholds for different faults, it is possible to avoid the situation where the fault is misdetected due to inappropriate duration thresholds (such as too short duration thresholds) and thus cause fault diagnosis errors, and it is also possible to avoid the fault detection process being too long due to the duration threshold being too long, thereby affecting the fault diagnosis efficiency.

[0107] It should be noted that the duration threshold can be flexibly set according to actual conditions and is not specifically limited in this application.

[0108] For example, the first fault level corresponding to a power motor fault is level 1, and after the duration of the fault reaches the set duration threshold, the second fault level mapped to it is level 1; the first fault level corresponding to a power motor fault (such as general overtemperature of MOS (Metal-Oxide-Semiconductor Field-Effect Transistor), general over / undervoltage of the power motor driver bus, MOS temperature sensor fault, motor temperature sensor fault, etc.) is level 2, and after the duration of the fault reaches the set duration threshold, the second fault level mapped to it is level 2; the first fault level corresponding to a power motor fault (such as severe MOS overtemperature, phase current sensor fault, etc.) is level 3, and after the duration of the fault reaches the set duration threshold, the second fault level mapped to it is level 4.

[0109] For example, the first fault level corresponding to a steering motor fault (such as steering PWM (pulse width modulation) sampling abnormality, steering angle sensor fault, etc.) is level 1, and after the fault duration reaches the set duration threshold, the second fault level mapped to is level 1; the first fault level corresponding to a steering motor fault (such as motor temperature sensor fault, etc.) is level 2, and after the fault duration reaches the set duration threshold, the second fault level mapped to is level 2; the first fault level corresponding to a steering motor fault (such as MOS severe overtemperature, motor severe overtemperature, etc.) is level 3, and after the fault duration reaches the set duration threshold, the second fault level mapped to is level 3.

[0110] For example, when the warping motor generates any first fault level fault (MOS general overtemperature, MOS severe overtemperature, etc.), and the fault generation duration reaches the set duration threshold, the mapped second fault level is all level 1.

[0111] For example, the first fault level corresponding to a fault in the throttle adjustment device (such as a prompt for a failure to switch to a limited power mode, etc.) is level 1, and after the duration of the fault reaches a set duration threshold, the second fault level mapped to is level 1; the first fault level corresponding to a fault in the throttle adjustment device is level 2, and after the duration of the fault reaches a set duration threshold, the second fault level mapped to is level 2; the first fault level corresponding to a fault in the throttle adjustment device (such as a fault in the throttle angle detection sensor) is level 3, and after the duration of the fault reaches a set duration threshold, the second fault level mapped to is level 4.

[0112] For example, the first fault level corresponding to a fault in the steering adjustment device (such as an angle asynchronization alarm, etc.) is level 1, and after the duration of the fault reaches the set duration threshold, the second fault level mapped to is level 1; the first fault level corresponding to a fault in the steering adjustment device (such as an angle sensor abnormality alarm, etc.) is level 2, and after the duration of the fault reaches the set duration threshold, the second fault level mapped to is level 2; the first fault level corresponding to a fault in the steering adjustment device (such as no communication established within the steering adjustment device, etc.) is level 3, and after the duration of the fault reaches the set duration threshold, the second fault level mapped to is level 3.

[0113] For example, when the warping adjustment device generates any fault of the first fault level, and the duration of the fault reaches a set duration threshold, the second fault level mapped to it is all level 1.

[0114] For example, when the human-machine interaction device generates any fault of the first fault level, and the duration of the fault reaches a set duration threshold, the second fault level mapped to it is all level 1.

[0115] For example, the first fault level corresponding to a BMS fault (such as a level 1 over-temperature alarm, etc.) is level 1, and after the duration of the fault reaches the set duration threshold, the second fault level mapped to is level 1; the first fault level corresponding to a BMS fault (such as a level 2 over-temperature alarm, etc.) is level 2, and after the duration of the fault reaches the set duration threshold, the second fault level mapped to is level 2; the first fault level corresponding to a BMS fault (such as a level 3 over-temperature alarm, etc.) is level 3, and after the duration of the fault reaches the set duration threshold, the second fault level mapped to is level 4.

[0116] For example, when a DC-DC converter generates any fault of the first fault level and the duration of the fault reaches a set duration threshold, the second fault level mapped to the converter is level 1.

[0117] For example, when the rectifier generates any fault of the first fault level and the duration of the fault reaches a set duration threshold, the second fault level mapped to it is all level 1.

[0118] For example, when the inverter generates any fault of the first fault level and the duration of the fault reaches a set duration threshold, the second fault level mapped to it is all level 1.

[0119] For example, when a generator generates any fault of the first fault level and the duration of the fault reaches a set duration threshold, the second fault level mapped to the generator is level 1.

[0120] For example, when the MPPT generates any fault of the first fault level and the duration of the fault reaches a set duration threshold, the second fault level mapped to it is all level 1.

[0121] S103. Generate a fault diagnosis result of the water area propulsion system according to the determined second fault level.

[0122] After the second fault level is determined, a fault diagnosis result of the water area propulsion system is generated according to the second fault level. Exemplarily, after the fault diagnosis result of the water area propulsion system is generated, the fault diagnosis result is output so that the user can learn about the fault situation and then perform corresponding processing in time to ensure the safety of the water area propulsion system operation.

[0123] In some embodiments, a fault diagnosis result of the water propulsion system is generated according to the determined second fault level, including: if there are multiple faults, a fault diagnosis result is generated according to multiple second fault levels corresponding to the multiple faults.

[0124] In actual applications, multiple faults of the water propulsion system may be detected. For each fault, the corresponding multiple second fault levels are determined through the above-mentioned operations, and a fault diagnosis result is generated based on the multiple second fault levels. The fault diagnosis result may include information on multiple second fault levels.

[0125] In some embodiments, generating a fault diagnosis result according to a plurality of second fault levels corresponding to a plurality of faults includes: determining the highest level among the plurality of second fault levels as the fault diagnosis result.

[0126] The second fault level reflects the degree of influence of the fault on the propulsion device. In the case where multiple faults correspond to multiple second fault levels, the highest level among the multiple second fault levels can be determined as the fault diagnosis result. For example, if one second fault level is determined to be level 1 and another second fault level is determined to be level 3, the second fault level 3 is determined as the fault diagnosis result. Therefore, based on the fault diagnosis result of the second fault level being level 3, corresponding fault processing is performed.

[0127] In this application, by determining the second fault level of the fault of each device in the water propulsion system on the water propulsion system, the fault diagnosis result of the water propulsion system is generated, and the reliable diagnosis of the water propulsion system fault is realized, thereby improving the safety of the operation of the water propulsion system. In addition, in this application, the controller of one of the multiple propulsion devices is directly responsible for the overall coordination of fault diagnosis, without the need to add additional controllers, which can ensure the accuracy of fault diagnosis and does not require changes to the architecture of the water propulsion system.

[0128] In some embodiments, Figure 3As shown, the method further includes step S104 and step S105.

[0129] S104, determining the safety control strategy corresponding to the final fault level according to the final fault level indicated by the fault diagnosis result and the correspondence between the preset fault level and the safety control strategy; wherein different fault levels correspond to different safety control strategies;

[0130] S105. Control the operating state of the water area propulsion system according to the safety control strategy.

[0131] In order to deal with fault conditions of the water propulsion system more intelligently, a correspondence between fault levels and safety control strategies is preset, in which different fault levels correspond to different safety control strategies.

[0132] Exemplarily, in the correspondence between the fault level and the safety control strategy, the higher the fault level, the lower the operating authority of the water propulsion system corresponding to the safety control strategy.

[0133] For example, the fault levels include level 1, level 2, level 3, and level 4. In the corresponding relationship between the fault level and the safety control strategy, the fault level is level 1, which means that the fault has little impact, and the safety control strategy corresponds to the normal operation of the water propulsion system; the fault level is level 2, which means that the fault has a certain impact, and the safety control strategy corresponds to the water propulsion system operating at reduced power; the fault level is level 3, which means that the impact of the fault is aggravated, and the safety control strategy corresponds to the water propulsion system operating in limp mode with limited power; the fault level is level 4, which means that the fault has a large impact, and the safety control strategy corresponds to the shutdown of the water propulsion system.

[0134] In some embodiments, the safety control strategy includes a first type of strategy and a second type of strategy, wherein the first type of strategy includes limiting the power of at least one of the multiple propulsion devices of the water propulsion system, and the second type of strategy includes allowing multiple propulsion devices to output power normally. If the fault level is greater than the first level, the corresponding safety control strategy is the first type of strategy; if the fault level is less than or equal to the first level, the corresponding safety control strategy is the second type of strategy.

[0135] After the final fault level is obtained based on the fault diagnosis result of the water propulsion system, for example, after the second fault level is determined, the corresponding relationship between the fault level and the safety control strategy is queried to determine the safety control strategy corresponding to the final fault level. If the final fault level is greater than the first level, the safety control strategy is determined to be a first-class strategy, and the power of at least one of the multiple propulsion devices is limited based on the first-class strategy. If the final fault level is less than or equal to the first level, the safety control strategy is determined to be a second-class strategy, and multiple propulsion devices are allowed to output power normally based on the second-class strategy.

[0136] For example, the first level is level 1. If the final fault level is level 1, multiple propulsion devices are allowed to output power normally based on the second type of strategy. If the final fault level is greater than level 1, the power of at least one propulsion device among the multiple propulsion devices is limited based on the first type of strategy.

[0137] Exemplarily, fault prompt information is also output, such as displaying the fault prompt information on the display interface of the human-machine interaction device, so that the user can know the fault situation to further ensure the safety of operation. After the fault is eliminated, for example, after the fault elimination time reaches a set time, the fault prompt information is deleted on the display interface of the human-machine interaction device.

[0138] Exemplarily, the first type of strategy includes multiple sub-strategies, and different fault levels correspond to different sub-strategies. The higher the fault level, the lower the operating authority of the water propulsion system corresponding to the sub-strategy.

[0139] For the case where the final fault level is the second level, in some embodiments, the operating state of the water propulsion system is controlled according to the safety control strategy, including: if the final fault level is caused by a fault in the propulsion device, the power of the faulty propulsion device is controlled to drop slowly to the limited power.

[0140] For example, the second level is level 2. If the power motor / steering motor of a propulsion device fails and the corresponding first fault level is level 2, based on the mapping relationship shown in Table 1, the final fault level (second fault level) is determined to be level 2. The final fault level of level 2 is caused by the failure of the propulsion device. Since the interactive equipment group, the energy equipment group, etc. are all normal, the non-faulty propulsion device can continue to operate normally. Therefore, it is only necessary to control the power of the faulty propulsion device to slowly drop to the limited power, and the output power of the power motor of the faulty propulsion device to slowly drop to the limited power, so as to ensure safe operation.

[0141] For the case where the final fault level is the second level, in some embodiments, the method further includes: after the fault of the faulty propulsion device is eliminated, if the gear positions of all throttle adjustment devices return to N gear (Neutral), the faulty propulsion device is allowed to output power normally.

[0142] When the fault of the faulty propulsion device is eliminated, if the gear positions of all throttle adjustment devices return to gear N, the faulty propulsion device after the fault is eliminated is allowed to output power normally, that is, the power motor of the propulsion device with no fault or level 1 fault is allowed to output power normally. The throttle adjustment device is controlled by the user, and the user needs to control the gear positions of all throttle adjustment devices to return to gear N before the faulty propulsion device is allowed to output power normally. In this way, the user can notice the elimination of the fault of the faulty propulsion device and avoid the user mistakenly thinking that the faulty propulsion device suddenly operates abnormally.

[0143] For the case where the final fault level is the second level, in some embodiments, the operating state of the water propulsion system is controlled according to the safety control strategy, and also includes: if the final fault level is not caused by a fault in the propulsion device, the power of all propulsion devices is controlled to drop slowly to the limited power.

[0144] For example, if the throttle adjustment device / steering adjustment device fails, and the corresponding first fault level is level 2, based on the mapping relationship shown in Table 2, the final fault level (second fault level) is determined to be level 2. Since the final fault level of level 2 is not caused by the failure of the propulsion device, such as the failure of the throttle adjustment device, at this time, the throttle adjustment device may not be reliably controlled by the user. If multiple propulsion devices still respond normally to the instructions of the throttle adjustment device and output power normally, a safety accident may occur. In this embodiment, the power of all propulsion devices is directly controlled to be slowly reduced to the limited power, that is, the output power of the power motors of all propulsion devices is slowly reduced to the limited power, which can reduce the probability of safety accidents and ensure the safety of operation as much as possible.

[0145] For the case where the final fault level is the third level, in some embodiments, the operating state of the water propulsion system is controlled according to the safety control strategy, including: if the final fault level is caused by a fault in the propulsion device, the power of all propulsion devices is controlled to slowly drop to zero; after the gear positions of all throttle adjustment devices return to gear N, the faulty propulsion device is controlled to operate within the limited power, and the non-faulty propulsion devices output power normally.

[0146] For example, the third level is level 3. If the steering motor of a propulsion device fails and the corresponding first fault level is level 3, based on the mapping relationship shown in Table 1, the final fault level (second fault level) is determined to be level 3. The final fault level of level 3 is caused by the failure of the propulsion device. At this time, the safety risk of the water propulsion system continuing to operate is high. Therefore, the power of all propulsion devices is controlled to slowly drop to zero to avoid operating risks. After the gear position of all throttle adjustment devices returns to N gear, since the interactive equipment group, energy equipment group, etc. are normal, the non-faulty propulsion device can continue to operate normally. Therefore, after the gear position of all throttle adjustment devices returns to N gear, it is only necessary to control the faulty propulsion device to operate within the limited power, and the non-faulty propulsion device outputs power normally to ensure safe operation. In this implementation, the faulty propulsion device is allowed to operate within the actual power only after the gear position of all throttle adjustment devices returns to N gear. Since the throttle adjustment device is controlled by the user, the user can be alerted to the fault by returning the throttle adjustment device to zero.

[0147] For the case where the final fault level is the third level, in some embodiments, according to the safety control strategy, the operating state of the water propulsion system is controlled, and also includes: after the gear positions of all throttle adjustment devices return to N gear, the steering components of the faulty propulsion devices are disabled, and the steering components of the non-faulty propulsion devices are used normally.

[0148] For example, if the final fault level of level 3 is caused by the failure of one or more propulsion devices, it can be seen from Tables 1 to 3 that the fault of the final fault level is caused by the third-level fault of the steering motor. At this time, the steering motor of the faulty propulsion device cannot operate normally. Therefore, during the operation of the faulty propulsion device within the limited power, it is necessary to control the steering component of the faulty propulsion device to be disabled, so as to avoid the situation where the power motor of the faulty propulsion device is running and may cause the propulsion device to turn in a disorderly manner. The non-faulty propulsion device can output power normally, and the steering component of the non-faulty propulsion device can be used normally to ensure that the water movable device equipped with the water propulsion system can turn, move forward or backward normally.

[0149] Exemplarily, after the gear positions of all throttle adjustment devices return to the N gear, a notification of limited function of the steering component of the faulty propulsion device is output, such as displaying the notification of limited function of the steering component on the display interface of the human-machine interaction device. After receiving confirmation of the notification of limited function of the steering component by the user, the faulty propulsion device is controlled to operate within the limited power, and the steering component of the faulty propulsion device is disabled.

[0150] For situations where the final fault level is the third level and the final fault level is caused by a fault in one or more propulsion devices, in some embodiments, after the gear positions of all throttle adjustment devices return to N gear, the water propulsion system is allowed to enter manual steering mode. In manual steering mode, the steering component of the faulty propulsion device is allowed to be manually pushed and operated by the user, and all propulsion devices are prohibited from outputting power. After exiting the manual steering mode, the faulty propulsion device is allowed to operate within the limited power, and the non-faulty propulsion devices output power normally, but the steering function of the faulty propulsion device is disabled.

[0151] For example, after the gear positions of all throttle adjustment devices return to the N gear, the mode setting interface can be displayed based on the human-computer interaction device, for example, Figure 4As shown, the manual steering mode control is displayed on the mode setting interface. The user can turn on the manual steering mode control, and the water propulsion system enters the manual steering mode. In the manual steering mode, the steering component of the faulty propulsion device is allowed to operate, and the user can manually adjust the steering of the faulty propulsion device. At the same time, all propulsion devices are prohibited from outputting power to avoid operating risks. After exiting the manual steering mode, the faulty propulsion device is allowed to operate within the limited power and the steering component of the faulty propulsion device is disabled, and the non-faulty propulsion device outputs power normally and the steering component of the non-faulty propulsion device is used normally.

[0152] For the case where the final fault level is the third level, in some embodiments, the method further includes: after the fault of the faulty propulsion device is eliminated, if the gear positions of all throttle adjustment devices return to the N gear, the faulty propulsion device is allowed to output power normally.

[0153] For example, when the fault of the faulty propulsion device that caused the final fault level of level 3 is eliminated, if the gear position of all throttle adjustment devices returns to N gear, the faulty propulsion device after the fault is eliminated is allowed to output power normally. In addition, the steering component of the faulty propulsion device after the fault is eliminated is allowed to be used normally. After the user controls all throttle adjustment devices to return to zero, the faulty propulsion device after the fault is eliminated is allowed to operate normally, which can make the user aware of the fault elimination of the faulty propulsion device and avoid the user mistakenly thinking that the faulty propulsion device suddenly operates abnormally.

[0154] For the case where the final fault level is the third level, in some embodiments, the operating state of the water propulsion system is controlled according to the safety control strategy, and also includes: if the final fault level is not caused by a fault in the propulsion device, the power of all propulsion devices is controlled to slowly drop to zero; after the gear position of all throttle adjustment devices returns to the N gear, all propulsion devices are controlled to operate within the limited power.

[0155] For example, if the steering adjustment device fails and the corresponding first fault level is level 3, based on the mapping relationship shown in Table 2, the final fault level (second fault level) is determined to be level 3. The final fault level of level 3 is not caused by the failure of the propulsion device. Due to the failure of the steering adjustment device, the steering command cannot be issued normally, that is, the steering of the propulsion device cannot be adjusted normally. At this time, if the water propulsion system continues to operate normally by affecting the command of the steering adjustment device, a safety accident may occur. Therefore, the power of all propulsion devices is controlled to be slowly reduced to zero to avoid operating risks. After the gear position of all throttle adjustment devices returns to the N gear, the handling method corresponding to the situation where the final fault level of level 3 is caused by the failure of the propulsion device is different in that due to the failure of the steering adjustment device, the steering of the propulsion device cannot be adjusted normally. At this time, all propulsion devices are controlled to operate within the limited power, that is, all non-fault propulsion devices are operated with limited power to avoid safety accidents and ensure operational safety.

[0156] For the case where the final fault level is the fourth level, in some embodiments, the operating state of the water propulsion system is controlled according to the safety control strategy, including: if the final fault level is caused by a fault in the propulsion device, the power of all propulsion devices is controlled to slowly drop to zero; after the gear positions of all throttle adjustment devices return to the N gear, the non-faulty propulsion devices are controlled to output power normally, and the faulty propulsion devices are prohibited from outputting power.

[0157] For example, if the power motor of a propulsion device fails, and the corresponding first fault level is level 3, based on the mapping relationship shown in Table 1, the final fault level (second fault level) is determined to be level 4. The final fault level of level 4 is caused by the failure of the propulsion device. At this time, the safety risk of the water propulsion system continuing to operate is higher than the safety risk corresponding to the final fault level of level 3. Therefore, the power of all propulsion devices is controlled to drop slowly to zero to avoid operation risks. After the gear position of all throttle adjustment devices returns to the N gear, since the interactive equipment group, energy equipment group, etc. are normal, the non-fault propulsion device can continue to operate normally. Therefore, after the gear position of all throttle adjustment devices returns to the N gear, the non-fault propulsion device is controlled to output power normally, and the faulty propulsion device is prohibited from outputting power to ensure safe operation.

[0158] When the fault of the faulty propulsion device is eliminated, if the gear position of all throttle adjustment devices returns to N gear, the faulty propulsion device after the fault is eliminated is allowed to output power normally. If there is still a faulty propulsion device that has caused the final fault level of level 4 and the fault has not been eliminated, the faulty propulsion device will continue to be controlled to prohibit power output.

[0159] For the case where the final fault level is the fourth level, in some embodiments, the operating state of the water propulsion system is controlled according to the safety control strategy, including: if the final fault level is not caused by a fault in the propulsion device, the power of all propulsion devices is controlled to slowly drop to zero; after the gear position of all throttle adjustment devices returns to gear N, all propulsion devices are controlled to operate within the limited power.

[0160] For example, if the throttle adjustment device / BMS fails, and the corresponding first fault level is level 3, based on the mapping relationship shown in Table 2 / Table 3, the final fault level (second fault level) is determined to be level 4. The final fault level of level 4 is not caused by the failure of the propulsion device, such as the failure of the throttle adjustment device. At this time, the user cannot normally operate the throttle adjustment device to control the operation of the water propulsion system. In order to avoid safety accidents that may occur when the water propulsion system continues to operate, at this time, the power of all propulsion devices is controlled to slowly drop to zero to avoid operation risks. After the gear position of all throttle adjustment devices returns to N gear, the handling method corresponding to the situation where the final fault level of level 4 is caused by the failure of the propulsion device is different in that due to the failure of the throttle adjustment device, it is impossible to ensure that the non-fault propulsion device can continue to operate normally. Therefore, in order to avoid safety accidents, all propulsion devices are controlled to operate within the limited power to ensure operation safety.

[0161] Exemplarily, after the gear positions of all throttle adjusting devices return to N gear, the propulsion devices are controlled to operate within the limited power, including: after the gear positions of all throttle adjusting devices return to N gear, outputting a prompt message of restricted operation through the human-computer interaction device; after receiving a confirmation instruction based on the prompt message, controlling all propulsion devices to operate within the limited power.

[0162] For example, when all throttle adjustment devices are in gear N, Figure 5 As shown, a prompt message of restricted operation such as "All propulsion devices are operating within the limited power!" is displayed on the display interface of the human-machine interaction device. After seeing the prompt message, the user can click the "Confirm" control on the interface. After receiving the confirmation instruction, all propulsion devices are controlled to operate within the limited power to ensure safe operation.

[0163] Furthermore, since the throttle adjustment device cannot normally output the throttle command, at this time, in order to enable the propulsion device to continue to operate to support the movable device in the water area to return to the shore, the human-machine interaction device can be used as a temporary throttle adjustment device. The user can set the throttle on the display interface of the human-machine interaction device so that all propulsion devices respond to the throttle command output by the human-machine interaction device within the limited power.

[0164] In this application, based on the correspondence between the fault level and the safety control strategy, the safety control strategy corresponding to the final fault level of the water propulsion system is determined. Different fault levels correspond to different safety control strategies. For example, when the fault level is low, the safety control strategy corresponds to the normal operation of the water propulsion system; when the fault level is medium, the safety control strategy corresponds to the limited power operation of the water propulsion system; when the fault level is high, the safety control strategy corresponds to the shutdown of the water propulsion system. The operating state of the water propulsion system is controlled according to the safety control strategy corresponding to the final fault level of the water propulsion system. The higher the final fault level, that is, the more serious the fault, the lower the operating authority of the water propulsion system, thereby avoiding safety accidents. Therefore, the reliability of fault handling of the water propulsion system is improved, and the safety of operation of the water propulsion system is further improved.

[0165] In some embodiments, Figure 6 As shown, the method further includes step S106 and step S107.

[0166] S106, when the fault information generated by the water propulsion system includes multiple fault information of the same type, determining the fault information with the highest priority from the multiple fault information of the same type;

[0167] S107. Output fault prompt information corresponding to the fault information with the highest priority.

[0168] In actual applications, the fault information generated by fault detection of the water propulsion system may include multiple fault information of the same type. For example, the controller of the main propulsion device, the controller of the slave propulsion device, and related components are all fault-detected to obtain multiple fault information of the same type. If multiple fault information of the same type are presented intuitively, the user will see multiple fault information, which may increase the user's concerns, poor experience, and may even affect the safety control measures taken by the user for the fault.

[0169] In order to provide a more reasonable fault prompt, when the fault information generated by the water propulsion system includes multiple fault information of the same type, the multiple fault information of the same type are first compared and analyzed to determine the fault information with the highest priority. After that, only the fault prompt information corresponding to the fault information with the highest priority is output, for example, the fault prompt information is displayed on the display interface of the human-computer interaction device, so as to reasonably display the fault. This will not increase the user's concerns, and it is also convenient for the driver to quickly locate the cause of the fault according to the fault prompt information, and take corresponding safety control measures to ensure the safety of the driver and the water propulsion system.

[0170] In some embodiments, the fault information with the highest priority is determined from multiple fault information of the same type, including: if the multiple fault information of the same type includes fault information generated by the controller of the main propulsion device, the fault information generated by the controller of the main propulsion device is determined as the fault information with the highest priority; wherein one of the multiple propulsion devices is the main propulsion device, and the others are slave propulsion devices.

[0171] If the controller of the main propulsion unit, the controller of the slave propulsion unit and / or components generate multiple fault information of the same type, in this case, the fault information generated by the controller of the main propulsion unit is determined as the fault information with the highest priority, and fault prompt information corresponding to the fault information generated by the controller of the main propulsion unit is output.

[0172] Exemplarily, the water propulsion system includes a first voltage circuit, the first voltage circuit includes a battery (such as a 12V battery) and a controller of a plurality of propulsion devices, and the battery is electrically connected to the controller of the plurality of propulsion devices. The faults corresponding to the plurality of fault information of the same type include a first voltage circuit fault. Among them, the first voltage circuit fault includes but is not limited to a battery voltage over-high fault, a battery voltage under-low fault, etc.

[0173] For example, if the controller of the main propulsion device and the controller of the slave propulsion device both generate fault information corresponding to the 12V battery voltage too high fault, then the fault prompt information is output according to the fault information corresponding to the 12V battery voltage too high fault generated by the controller of the main propulsion device.

[0174] For example, if the controller and components of the main propulsion device (such as the steering motor driver, the tilting motor driver, etc.) all generate fault information corresponding to the 12V battery voltage too high fault, then the fault prompt information is output based on the fault information corresponding to the 12V battery voltage too high fault generated by the controller of the main propulsion device.

[0175] For example, if the controller of the main propulsion device and the controller of the slave propulsion device both generate fault information corresponding to the 12V battery voltage too low fault, then the fault prompt information is output according to the fault information corresponding to the 12V battery voltage too low fault generated by the controller of the main propulsion device.

[0176] For example, if the controller and components of the main propulsion device all generate fault information corresponding to the 12V battery voltage too low fault, then fault prompt information is output based on the fault information corresponding to the 12V battery voltage too low fault generated by the controller of the main propulsion device.

[0177] Exemplarily, controllers of multiple propulsion devices are connected to the same communication link, and the faults corresponding to multiple pieces of fault information of the same type include a communication link fault.

[0178] For example, if the controller of the main propulsion device and the controller of the slave propulsion device both generate fault information corresponding to a communication link failure, fault prompt information is output based on the fault information corresponding to the communication link failure generated by the controller of the main propulsion device.

[0179] It can be understood that in the water propulsion system of the present application, the battery is electrically connected to the controller of the propulsion device, and the controller is electrically connected to the components, such as the steering motor driver, the tilting motor driver, etc. The electric energy of the battery is first transmitted to the controller, and then transmitted to the steering motor driver, the tilting motor driver and other components through the controller. For the low battery voltage fault, considering that line loss and other reasons may cause the components to detect the low battery voltage fault, and the controller detects that the battery voltage is in the normal working range, therefore, the detection result of the controller will be more accurate. Similarly, for the high battery voltage fault, considering line loss and other reasons, the controller will detect the high battery voltage fault before other modules, therefore, the detection result of the controller is also more accurate. Therefore, for the first voltage circuit fault, the first voltage circuit fault detected by the controller is output. The controller of the main propulsion device is responsible for the operation and management of the water propulsion system, and the battery supplies power to the controllers of multiple propulsion devices. When multiple controllers detect that the battery voltage is too low / too high, the first voltage circuit fault detected by the main propulsion device can be directly output, which is sufficient to prompt the user to perform the corresponding fault handling measures.

[0180] Exemplarily, the water propulsion system includes a second voltage circuit, the second voltage circuit includes a power battery and power components in multiple propulsion devices, and the power battery is electrically connected to the multiple power components. The faults corresponding to multiple fault information of the same type include a power-off failure fault of the second voltage circuit, that is, a high-voltage power-off failure fault.

[0181] like Figure 7 As shown in the figure, the high voltage power failure of the water propulsion system may be caused by the following scenarios:

[0182] 1. When the lower high voltage instruction is valid, the BMS fails to complete the lower high voltage operation within a certain period of time (such as 1.5s), for example, one of the total positive relay and the total negative relay of the power battery is in a closed state.

[0183] 2. When the active discharge instruction is valid, the power motor driver fails to complete the active discharge operation within a certain period of time (such as 3s), for example, the bus voltage of the power motor driver fails to drop below the voltage threshold (such as 10V).

[0184] For example, if the controller of the main propulsion device and the controller of the slave propulsion device both generate fault information corresponding to the high-voltage power-off failure fault, fault prompt information is output based on the fault information corresponding to the high-voltage power-off failure fault generated by the controller of the main propulsion device.

[0185] It is understandable that the power components of multiple propulsion devices are powered by the same power battery. Therefore, when a high voltage power failure is detected, only the high voltage power failure detected by the controller of the main propulsion device can be output, which is sufficient to prompt the user to perform corresponding processing measures.

[0186] For example, Figure 8 As shown, when the water propulsion system has certain equipment position configuration conflict faults, initialization configuration is required. The equipment position configuration conflict faults include but are not limited to propulsion device position conflict faults, BMS position conflict faults, throttle adjustment device position conflict faults, steering adjustment device position conflict faults, etc.

[0187] For example, when a propulsion device position configuration conflict fault occurs, fault prompt information indicating that initialization configuration is required is output according to the fault information corresponding to the propulsion device position configuration conflict fault, prompting the user to perform initialization configuration operations.

[0188] In some embodiments, determining the fault information with the highest priority from multiple fault information of the same type includes: determining the fault information that is the root cause fault information among the multiple fault information of the same type as the fault information with the highest priority.

[0189] In actual applications, multiple fault information of the same type may be causally related. In this case, the fault information that is the root cause of the multiple fault information of the same type is determined as the fault information with the highest priority, and the fault prompt information is output according to the root cause of the fault information. In this way, the user only needs to solve the root cause of the fault to eliminate other related faults at the same time.

[0190] Exemplarily, the power battery in the second voltage circuit includes a BMS, the power assembly includes a power motor driver, and the power assemblies of multiple propulsion devices are powered by the same power battery. The faults corresponding to multiple fault information of the same type include an undervoltage fault in the second voltage circuit. When the BMS, the controller and the power motor driver simultaneously generate fault information of an undervoltage fault in the second voltage circuit, the fault information of the undervoltage fault in the second voltage circuit generated by the BMS is the root cause fault information. In this case, the fault information generated by the BMS is determined to be the fault information with the highest priority, and the fault prompt information is output according to the fault information of the undervoltage fault in the second voltage circuit generated by the BMS.

[0191] For example, take the undervoltage fault of the second voltage circuit as the undervoltage fault of the power motor driver bus as an example. Fig. 9 As shown in the figure, the bus undervoltage fault of the power motor drive may be caused by the following scenarios:

[0192] 1. If any circuit breaker output fault occurs in the BMS, the BMS will generate the fault information of "BMS circuit breaker output fault".

[0193] 2. When the high-voltage power-on command is valid, if the BMS fails to complete the high-voltage power-on operation within a certain period of time (such as 1.5s), for example, one of the total positive relay and the total negative relay of the power battery is in the disconnected state, the controller will generate a "high-voltage power-on failure" fault message.

[0194] 3. If the high-voltage circuit of the power motor is abnormally under-voltage, the power motor driver will generate a fault message of "the power motor driver bus is seriously under-voltage".

[0195] If the three fault information of BMS circuit breaker output fault, high voltage power-on failure, and severe undervoltage of the power motor driver bus are generated at the same time, since the fault information of the BMS circuit breaker output fault is the root cause fault information, the fault information of the BMS circuit breaker output fault is determined as the fault information with the highest priority, and fault prompt information is output based on the fault information of the BMS circuit breaker output fault.

[0196] In some embodiments, when the interactive device group, controller and power motor driver of the water propulsion system simultaneously generate fault information of the system emergency stop failure, the fault information generated by the interactive device group is determined to be the fault information with the highest priority. In this case, fault prompt information is output based on the fault information generated by the interactive device group.

[0197] For example, the interactive device group includes a safety switch. Under normal circumstances, the magnetic element of the safety switch is magnetically attracted to the switch installation position to be in an activated state and is pulled on the user. If the user falls into water or other abnormal situations, the magnetic element will fall off from the switch installation position as the user moves and pulls, and the safety switch becomes inactive, and the interactive device group generates corresponding fault information. When the safety switch changes from an active state to an inactive state, the controller and the power motor driver will also generate fault information of a system emergency stop fault at the same time. In this case, the fault information generated by the interactive device group is used as the highest priority fault information, and the fault prompt information is output.

[0198] In some embodiments, the method further includes: when the water propulsion system generates single fault information, outputting fault prompt information corresponding to the single fault information.

[0199] For example, if the controller of a single propulsion device generates fault information corresponding to a 12V battery voltage too high fault, then fault prompt information is output based on the fault information corresponding to the 12V battery voltage too high fault generated by the controller of the single propulsion device.

[0200] For example, if the controller of a single propulsion device generates fault information corresponding to a 12V battery voltage too low fault, then fault prompt information is output based on the fault information corresponding to the 12V battery voltage too low fault generated by the controller of the single propulsion device.

[0201] For example, if only the component generates fault information corresponding to the 12V battery voltage too high fault, then the fault prompt information is output according to the fault information corresponding to the 12V battery voltage too high fault generated by the component.

[0202] For example, if only the component generates fault information corresponding to the 12V battery voltage is too low fault, then the fault prompt information is output according to the fault information corresponding to the 12V battery voltage is too low fault generated by the component.

[0203] For example, if the controller of a single propulsion device generates fault information corresponding to a communication link failure, fault prompt information is output according to the fault information corresponding to the communication link failure generated by the controller of the single propulsion device.

[0204] For example, if only the component generates fault information corresponding to the communication link fault, the fault prompt information is output according to the fault information corresponding to the communication link fault generated by the component.

[0205] In the present application, when the fault information generated by the fault detection of the water propulsion system includes multiple fault information of the same type, the fault information with the highest priority is determined and the fault prompt information corresponding to the fault information with the highest priority is output, thereby achieving more reasonable fault prompts, improving the intelligence of the water propulsion system fault prompts, and further improving the user experience.

[0206] See also Fig.10 , Fig.10 is a schematic block diagram of a water propulsion system provided by an embodiment of the present application. Fig.10 As shown, the water area propulsion system 1000 includes a processor 100 and a memory 200. The water area propulsion system 1000 also includes the aforementioned multiple propulsion devices.

[0207] The processor 100 may be a microcontroller unit (MCU), a central processing unit (CPU) or a digital signal processor (DSP), etc. The memory 200 may be a Flash chip, a read-only memory (ROM) disk, an optical disk, a USB flash drive or a mobile hard disk, etc. The memory 200 stores various computer programs for the processor 100 to execute.

[0208] Among them, the processor 100 is used to run the computer program stored in the memory 200, and when executing the computer program, it executes the fault diagnosis method of the water propulsion system provided by any embodiment of the present application. Therefore, the beneficial effects that can be achieved by the fault diagnosis method of the water propulsion system provided by the embodiment of the present application can be achieved. Please refer to the previous embodiments for details and will not be repeated here.

[0209] An embodiment of the present application also provides a movable device for use in water areas, wherein the movable device for use in water areas includes but is not limited to ships, boats, etc.

[0210] Exemplarily, the water movable device includes a water propulsion system, which can be Fig.10 Therefore, the water area movable device can achieve the beneficial effects that can be achieved by the fault diagnosis method of the water area propulsion system provided in the embodiment of the present application, as detailed in the previous embodiment, which will not be repeated here.

[0211] A computer-readable storage medium is also provided in an embodiment of the present application. The computer-readable storage medium stores a computer program. When the computer program is executed by a processor, the steps of the fault diagnosis method for a water propulsion system provided in any of the above embodiments are implemented.

[0212] The computer-readable storage medium may be an internal storage unit of the water propulsion system or the water movable device described in the aforementioned embodiment, such as a hard disk or memory of the water propulsion system or the water movable device. The computer-readable storage medium may also be an external storage device of the water propulsion system or the water movable device, such as a plug-in hard disk, a smart memory card (Smart Media Card, SMC), a secure digital card (Secure Digital Card, SD Card), a flash card (Flash Card), etc., equipped on the water propulsion system or the water movable device.

[0213] Since the computer program stored in the storage medium can execute any one of the fault diagnosis methods for aquatic propulsion system provided in the embodiments of the present application, the beneficial effects that can be achieved by any one of the fault diagnosis methods for aquatic propulsion system provided in the embodiments of the present application can be achieved. Please refer to the previous embodiments for details and will not be repeated here.

[0214] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed in the present application, and these modifications or replacements should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A method for fault diagnosis of a water propulsion system, characterized in that: The water area propulsion system includes a plurality of propulsion devices, each of which is provided with a controller, or each of which is externally connected to a controller, and the method is applied to a target controller, which is one of the plurality of controllers, and the method includes: Determining a faulty device type and a first fault level corresponding to a fault in the water propulsion system; Determine a second fault level of the fault acting on the water propulsion system based on a preset mapping relationship, the fault device type and the first fault level, wherein the mapping relationship includes a correspondence between the first fault level and the second fault level under each fault device type; A fault diagnosis result of the water area propulsion system is generated according to the determined second fault level.

2. The method according to claim 1, characterized in that In the mapping relationship, the plurality of faulty equipment types are divided into a plurality of groups based on the degree of influence of each of the faulty equipment types on the propulsion device, and the mapping relationship includes a correspondence between a first fault level and a second fault level in each group.

3. The method according to claim 2, characterized in that The multiple groups include a first group, a second group, and a third group. The faulty equipment types in the first group have a greater impact on the propulsion device than the faulty equipment types in the second group, and the faulty equipment types in the second group have a greater impact on the propulsion device than the faulty equipment types in the third group.

4. The method according to claim 3, characterized in that The types of faulty equipment in the first group include at least one of a power assembly, a throttle adjustment device, and a battery assembly; the types of faulty equipment in the second group include at least one of a steering assembly and a steering adjustment device; the types of faulty equipment in the third group include at least one of a lifting assembly, a lifting adjustment device, a human-computer interaction device, a DC-DC converter, an inverter, a rectifier, a generator, and a solar controller.

5. The method according to claim 3, characterized in that: In the mapping relationship, the correspondence between the first fault level and the second fault level under the first group is a first mapping relationship, the correspondence between the first fault level and the second fault level under the second group is a second mapping relationship, and the correspondence between the first fault level and the second fault level under the third group is a third mapping relationship.

6. The method according to claim 5, characterized in that In the first mapping relationship, in the case where the first fault level is less than the first preset level, the second fault level is consistent with the first fault level; In the case where the first fault level is greater than or equal to the first preset level, the second fault level is higher than the first fault level.

7. The method according to claim 6, characterized in that The first fault level includes level 1, level 2, and level 3, and the first preset level is level 3; in the first mapping relationship, the first fault level is level 1, and the second fault level is level 1; the first fault level is level 2, and the second fault level is level 2; the first fault level is level 3, and the second fault level is level 4.

8. The method according to claim 5, characterized in that In the second mapping relationship, the second fault level is consistent with the first fault level.

9. The method according to claim 8, characterized in that The first fault level includes level 1, level 2, and level 3; in the second mapping relationship, the first fault level is level 1, and the second fault level is level 1; the first fault level is level 2, and the second fault level is level 2; the first fault level is level 3, and the second fault level is level 3.

10. The method according to claim 5, characterized in that In the third mapping relationship, the second fault level is a second preset level.

11. The method according to claim 10, characterized in that The first fault level includes level 1, level 2, and level 3, and the second preset level is level 1; the first fault level is level 1, level 2, or level 3, and the second fault level is all level 1.

12. The method according to claim 1, characterized in that The method, before determining a second fault level of the fault acting on the water propulsion system based on a preset mapping relationship, the faulty device type and the first fault level, includes: Determine whether the duration of the fault reaches a duration threshold; If the duration threshold is reached, the step of determining a second fault level of the fault acting on the water propulsion system based on a preset mapping relationship, the faulty equipment type and the first fault level is performed.

13. The method according to claim 12, characterized in that At least some of the faults correspond to different duration thresholds.

14. The method according to claim 1, characterized in that Generating a fault diagnosis result of the water area propulsion system according to the determined second fault level includes: If the fault includes multiple faults, the fault diagnosis result is generated according to multiple second fault levels corresponding to the multiple faults.

15. The method according to claim 14, characterized in that Generating the fault diagnosis result according to the plurality of second fault levels corresponding to the plurality of faults includes: The highest level among the plurality of second fault levels is determined as the fault diagnosis result.

16. The method according to claim 1, characterized in that The fault includes at least one of a component fault, a hardware port fault, and a state rationality fault, and the first fault level is determined according to the fault degree of the fault.

17. The method according to claim 16, characterized in that The water propulsion system includes an interactive equipment group, an energy-type equipment group and a power-type equipment group, and the power-type equipment group includes the multiple propulsion devices; the component failure includes a failure of at least one of the components of the interactive equipment group, the components of the energy-type equipment group, and the components of the power-type equipment group; the hardware port failure includes a hardware input and output port failure; the state rationality failure indicates that the operating parameters of at least one of the components of the interactive equipment group, the components of the energy-type equipment group, and the components of the power-type equipment group exceed the preset threshold corresponding to the normal working state.

18. The method according to claim 17, characterized in that If the fault includes multiple state rationality faults with causal correlation, the step of determining the fault device type and the first fault level corresponding to the fault in the water propulsion system includes: Determine a root cause fault from the plurality of state rationality faults according to the causal correlation; A faulty device type and a first fault level corresponding to the root fault are determined.

19. The method according to claim 1, characterized in that The target controller is a controller corresponding to a main propulsion device, wherein one of the plurality of propulsion devices is the main propulsion device and the others are slave propulsion devices; or The target controller is a controller with the best processing capability among the multiple controllers.

20. The method according to claim 19, characterized in that The water propulsion system includes an interactive equipment group, an energy equipment group and a power equipment group, and the power equipment group includes the plurality of propulsion devices; When the target controller is a controller of the main propulsion device, the method further includes: Receive fault information reported by at least one of a non-target controller, the interactive device group, and the energy device group.

21. The method according to claim 19, characterized in that The water propulsion system includes an interactive equipment group, an energy equipment group and a power equipment group, and the power equipment group includes the plurality of propulsion devices; When the target controller is the controller of the slave propulsion device, the method further includes: Receive fault information related to at least one of the power-type equipment group, the interactive-type equipment group, and the energy-type equipment group reported by the controller of the main propulsion device.

22. The method according to claim 1, characterized in that The method further comprises: Determining whether each device in the water propulsion system currently meets the fault detection start condition; wherein at least some of the devices correspond to different fault detection start conditions; If the device meets the detection start condition, the fault detection of the device is started.

23. The method according to claim 22, characterized in that The fault detection start condition at least includes: The time after the water propulsion system startup event is triggered reaches a preset time; and / or The battery voltage of the water propulsion system is within a preset voltage range, and the battery supplies power to the controller.

24. The method according to claim 1, characterized in that The method further comprises: According to the final fault level indicated by the fault diagnosis result and the correspondence between the preset fault level and the safety control strategy, determine the safety control strategy corresponding to the final fault level; wherein different fault levels correspond to different safety control strategies; According to the safety control strategy, the operating state of the water area propulsion system is controlled.

25. The method according to claim 24, characterized in that The higher the fault level, the lower the operating authority of the water propulsion system corresponding to the safety control strategy.

26. The method according to claim 25, characterized in that If the final fault level is greater than the first level, the safety control strategy is a first type of strategy, and the first type of strategy includes limiting the power of at least one propulsion device among the plurality of propulsion devices; If the final fault level is less than or equal to the first level, the safety control strategy is a second type of strategy, which includes allowing the multiple propulsion devices to output power normally.

27. The method according to claim 26, characterized in that The first type of strategy includes multiple sub-strategies, and the higher the fault level, the lower the operating authority of the water propulsion system corresponding to the sub-strategy.

28. The method according to claim 27, characterized in that The final fault level is the second level, and the operation state of the water propulsion system is controlled according to the safety control strategy, including: If the final fault level is caused by a fault in a propulsion device, the power of the faulty propulsion device is controlled to be gradually reduced to a limited power.

29. The method according to claim 28, characterized in that The controlling the operating state of the water propulsion system according to the safety control strategy also includes: If the final fault level is not caused by a fault in the propulsion device, the power of all the propulsion devices is controlled to be gradually reduced to the limit power.

30. The method according to claim 28, characterized in that The water area propulsion system further includes a throttle adjustment device, and the method further includes: After the fault of the faulty propulsion device is eliminated, if the gear positions of all throttle adjustment devices return to the N gear, the faulty propulsion device is allowed to output power normally.

31. The method according to claim 27, characterized in that The final fault level is the third level, the water area propulsion system further includes a throttle adjustment device, and the operation state of the water area propulsion system is controlled according to the safety control strategy, including: If the final fault level is caused by a fault in a propulsion device, the power of all propulsion devices is controlled to be slowly reduced to zero; After the gear positions of all throttle adjustment devices return to N gear, the faulty propulsion device is controlled to operate within the limited power, and the non-faulty propulsion device outputs power normally.

32. The method according to claim 31, characterized in that The controlling the operating state of the water propulsion system according to the safety control strategy also includes: If the final fault level is not caused by a fault in a propulsion device, controlling the power of all propulsion devices to be slowly reduced to zero; After the gear positions of all throttle adjustment devices return to N, all propulsion devices are controlled to operate within the limited power.

33. The method according to claim 31, characterized in that Each of the propulsion devices further includes a steering assembly, and the operation state of the water propulsion system is controlled according to the safety control strategy, and further includes: After the gear positions of all throttle regulating devices return to the N gear, the steering assembly of the faulty propulsion device is disabled, and the steering assembly of the non-faulty propulsion device is used normally.

34. The method according to claim 31, characterized in that Each of the propulsion devices further comprises a steering assembly, which allows the water propulsion system to enter a manual steering mode after the gear positions of all throttle adjustment devices return to the N gear. In the manual steering mode, the steering assembly of the faulty propulsion device is allowed to operate, and all propulsion devices are prohibited from outputting power; After exiting the manual steering mode, the faulty propulsion device is allowed to operate within the limited power, and the non-faulty propulsion device outputs power normally.

35. The method according to claim 31, 33 or 34, characterized in that The method further comprises: After the fault of the faulty propulsion device is eliminated, if the gear positions of all throttle adjustment devices return to the N gear, the faulty propulsion device is allowed to output power normally.

36. The method according to claim 27, characterized in that The final fault level is the fourth level, the water area propulsion system further includes a throttle adjustment device, and the operation state of the water area propulsion system is controlled according to the safety control strategy, including: If the final fault level is caused by a fault in a propulsion device, the power of all propulsion devices is controlled to be slowly reduced to zero; After the gear positions of all throttle adjustment devices return to N gear, the non-faulty propulsion devices are controlled to output power normally, and the faulty propulsion devices are prohibited from outputting power.

37. The method according to claim 36, characterized in that The controlling the operating state of the water propulsion system according to the safety control strategy includes: If the final fault level is not caused by a fault in a propulsion device, controlling the power of all propulsion devices to be slowly reduced to zero; After the gear positions of all throttle adjustment devices return to N, all propulsion devices are controlled to operate within the limited power.

38. The method according to claim 37, characterized in that The water propulsion system further includes a human-machine interaction device, which controls the propulsion device to operate within the limited power after the gear positions of all throttle adjustment devices return to the N gear, including: After the gear positions of all throttle adjustment devices return to the N gear, outputting a prompt message of operation restriction through the human-machine interaction device; After receiving a confirmation instruction based on the prompt information, all propulsion devices are controlled to operate within a limited power.

39. The method according to claim 1, characterized in that The method further comprises: When the fault information generated by the water area propulsion system includes multiple fault information of the same type, determining the fault information with the highest priority from the multiple fault information of the same type; The fault prompt information corresponding to the fault information with the highest priority is output.

40. The method according to claim 39, characterized in that The determining the fault information with the highest priority from the multiple fault information of the same type includes: If the multiple fault information of the same type includes fault information generated by the controller of the main propulsion device, the fault information generated by the controller of the main propulsion device is determined as the fault information with the highest priority; wherein, one of the multiple propulsion devices is the main propulsion device, and the others are slave propulsion devices.

41. The method according to claim 40, characterized in that Therefore, the water propulsion system includes a first voltage circuit, which includes a battery and controllers of the multiple propulsion devices, the battery is electrically connected to the multiple controllers, and the faults corresponding to the multiple fault information of the same type include the first voltage circuit fault.

42. The method according to claim 40, characterized in that The controllers of the multiple propulsion devices are connected to the same communication link, and the faults corresponding to the multiple fault information of the same type include communication link faults.

43. The method according to claim 40, characterized in that The water area propulsion system includes a second voltage circuit, which includes a power battery and power components in the multiple propulsion devices. The power battery is electrically connected to the multiple power components, and the faults corresponding to the multiple fault information of the same type include a power-off failure fault of the second voltage circuit.

44. The method according to claim 40, characterized in that The faults corresponding to the multiple fault information of the same type include equipment position configuration conflict faults of the water propulsion system.

45. The method according to claim 39, characterized in that The determining the fault information with the highest priority from the multiple fault information of the same type includes: The fault information that is the root cause fault information among the plurality of fault information of the same type is determined as the fault information with the highest priority.

46. ​​The method according to claim 45, characterized in that The water propulsion system comprises a second voltage circuit, the second voltage circuit comprises a power battery and power components in the plurality of propulsion devices, the power battery comprises a battery management system, the power battery is electrically connected to the plurality of power components, and the power component comprises a power motor driver; When the battery management system, the target controller and the power motor driver simultaneously generate fault information indicating that the second voltage circuit has an undervoltage fault, the fault information generated by the battery management system is the fault information with the highest priority.

47. The method according to claim 45, characterized in that The water propulsion system includes an interactive equipment group, the propulsion device includes a power assembly, and the power assembly includes a power motor driver; When the interactive device group, the controller and the power motor driver simultaneously generate fault information of a system emergency stop fault, the fault information generated by the interactive device group is the fault information with the highest priority.

48. The method according to claim 39, characterized in that The method further comprises: When the water area propulsion system generates single fault information, fault prompt information corresponding to the single fault information is output.

49. A water propulsion system, characterized in that: The water propulsion system includes a memory and a processor; The memory is used to store computer programs; The processor is used to execute the computer program and implement the fault diagnosis method of the water propulsion system as described in any one of claims 1 to 48 when executing the computer program.

50. A movable device in water area, characterized in that: The movable water area device comprises the water area propulsion system as claimed in claim 49.

51. A storage medium, characterized in that The storage medium stores a computer program, and when the computer program is executed by a processor, the processor implements the fault diagnosis method of the water propulsion system according to any one of claims 1 to 48.

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