A switched reluctance double-motor differential steering control method suitable for a fishing vessel

Abstract

The application relates to the technical field of fishing boat electric propulsion and motion control, and discloses a switched reluctance double-motor differential steering control method suitable for a working fishing boat, which comprises the following steps: S1, collecting a direction instruction through a direction instruction input module, and collecting ship speed information, a course change rate, a yaw angular velocity and propulsion load information through a state acquisition module; S2, a whole-ship cooperative controller calculating a target course error and a yaw angular velocity error according to the direction instruction and the ship state information; and S3, calculating a target speed difference and a target torque difference of a left propulsion switched reluctance motor and a right propulsion switched reluctance motor according to a preset control rule and based on the target course error and the yaw angular velocity error. In the original position rotation mode, the left and right switched reluctance motors are positively and reversely operated respectively, a pure rotation torque is formed, and the fishing boat can complete a U-turn action close to the original position without relying on the forward speed, so that the flexibility of obstacle avoidance and berthing is greatly improved.

Description

Technical Field

[0001] This invention relates to the field of electric propulsion and motion control technology for fishing vessels, specifically a differential steering control method for dual-motor switched reluctance systems suitable for fishing vessels. Background Technology

[0002] With the increasing demands for vessel maneuverability, environmental friendliness, and precise control in near-shore aquaculture, fishing, and other fishing operations, the traditional diesel-powered propulsion and steering system with a single engine, single propeller, and mechanical rudder has gradually shown its limitations. Fishing vessels frequently need to perform precise maneuvers such as low-speed navigation, precise turning, and berthing / unberthing in confined waters like areas with dense aquaculture facilities, narrow waterways, and dock berths. This places extremely high demands on the vessel's low-speed maneuverability.

[0003] The effectiveness of traditional mechanical rudders is strongly correlated with the ship's speed: when the speed decreases, the rudder effectiveness drops sharply or even becomes completely ineffective. In low-speed trawling, feeding in aquaculture areas, or obstacle avoidance, fishing boats often have to rely on frequent start-stop and reversing of the main engine or the use of side thrusters to complete steering and positioning. This not only results in slow control response and high energy consumption, but also makes them prone to collisions with aquaculture facilities or docks due to control errors, causing economic losses. Existing dual-motor propulsion systems often fail to adequately consider the specific needs of fishing vessels operating in restricted waters during differential steering: such as rapid turn-around on the spot, precise position adjustments during berthing, and small-radius turns in narrow channels. Traditional control methods either suffer from insufficient differential command resolution, leading to steering overshoot or jerking at low speeds; or they cannot automatically adjust torque distribution based on external loads (such as wind, current, and waves), resulting in motor overload or low propulsion efficiency. Therefore, a switched reluctance dual-motor differential steering control method suitable for fishing vessels is proposed. Summary of the Invention

[0004] The purpose of this invention is to provide a differential steering control method for a dual-motor switched reluctance system suitable for fishing vessels, in order to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a differential steering control method for a dual-motor switched reluctance system suitable for fishing vessels, comprising the following steps: S1. The direction command is collected through the direction command input module, and the ship speed, heading change rate, yaw rate and propulsion load information are collected through the status acquisition module. S2. The ship-wide collaborative controller calculates the target heading error and yaw rate error based on the direction command and ship status information. S3. Based on the preset control rules, and taking into account the target heading error and yaw rate error, calculate the target speed difference and target torque difference between the left propulsion switch reluctance motor and the right propulsion switch reluctance motor. S4. Select the control mode according to the current operation status; S5. The ship's overall coordination controller outputs control commands for the left and right propulsion motors, which in turn control the left and right propulsion switched reluctance motors to output differential thrust through the corresponding drive controllers, thus completing the steering control.

[0006] Preferably, in S3, the target speed difference is simultaneously related to the target heading error and the yaw rate error, and the target torque difference is related to the propulsion load information.

[0007] Preferably, in S4, the control mode includes at least one of the following: conventional steering mode, parking differential mode, small-radius maneuvering mode, and stationary turning mode.

[0008] Preferably, in the conventional steering mode, the ship-wide coordinated controller reduces the output speed and torque of the propulsion switched reluctance motor on one side and increases the output speed and torque of the propulsion switched reluctance motor on the other side based on the target heading error and the yaw rate error, thereby generating a yaw moment on the hull and realizing conventional left or right turn control.

[0009] Preferably, in the berthing differential mode, the whole vessel cooperative controller limits the total propulsion power to the range required for low-speed maneuvering and improves the differential correction resolution, so that the fishing vessel can maintain high maneuvering accuracy when approaching the dock, aquaculture area or narrow water boundary.

[0010] Preferably, in the stationary turning mode, one side propels the switched reluctance motor to run in the forward direction and outputs positive thrust, while the other side propels the switched reluctance motor to run in the reverse direction and outputs reverse thrust or performs zero-speed braking, thereby generating a turning torque on the hull and achieving turning control with a small radius or even close to stationary position.

[0011] The present invention also provides a control system for a switched reluctance dual-motor differential steering control method applicable to fishing vessels, including a whole-vessel cooperative controller, a left propulsion module, a right propulsion module, a status acquisition module, a battery management module, a direction command input module, and an energy storage module; The ship-wide coordinated controller is used to receive directional commands and ship status information, calculate the target speed difference and target torque difference between the left and right propulsion motors, and output control commands to the left drive controller and the right drive controller to realize differential steering control of the ship. The left and right propulsion modules are used to work together to provide vector thrust to the hull; The status acquisition module is used to collect ship speed information, heading change rate, yaw rate, and propulsion load information of the left and right propulsion modules in real time. The battery management module is used to monitor and manage the voltage, current, state of charge, and temperature information of the energy storage module. The direction command input module is used to input target heading or turning commands to the ship's overall collaborative controller; The energy storage module is used to provide electrical power for the entire ship's equipment.

[0012] Preferably, the status acquisition module, battery management module, direction command input module, left propulsion module, and right propulsion module are all connected to the ship's overall collaborative controller, and the energy storage module is electrically connected to the left propulsion module and the right propulsion module.

[0013] Preferably, the left propulsion module includes a left propulsion unit, a left propulsion switched reluctance motor, and a left drive controller; The right propulsion module includes a right propulsion unit, a right propulsion switched reluctance motor, and a right drive controller. The left drive controller and the right drive controller are used to receive instructions from the ship-wide coordination controller. The left and right push-switch reluctance motors are used to convert electrical energy into mechanical energy. The left and right thrusters are used to convert the mechanical rotational torque output by the switched reluctance propulsion motor into thrust.

[0014] Preferably, the left drive controller is electrically connected to the left propulsion switch reluctance motor, and the output shaft end of the left propulsion switch reluctance motor is fixed to the input shaft end of the left propeller. The right drive controller is electrically connected to the right propulsion switch reluctance motor, and the output shaft end of the right propulsion switch reluctance motor is fixed to the input shaft end of the right propeller.

[0015] Compared with the prior art, the present invention, employing the above technical solution, has the following technical effects: First, through specialized control logic such as differential speed calculation, berthing mode, turning in place and small radius maneuvering, fishing vessels can achieve turning and positioning at extremely low speeds in restricted waters such as aquaculture areas, docks, and narrow waterways, significantly improving the problem of poor low-speed maneuverability of traditional fishing vessels.

[0016] II. In the stationary turning mode, the left and right switch reluctance motors operate in the forward and reverse directions respectively, forming a pure turning torque. This allows the fishing boat to complete a near-stationary turning maneuver without relying on forward speed, greatly improving obstacle avoidance and berthing flexibility. In the berthing differential speed mode, the total propulsion power is limited to the range required for low-speed maneuvering, while improving the resolution of differential speed commands to prevent sudden acceleration or over-steering due to misoperation, reducing the risk of collisions with docks and aquaculture facilities. In the small-radius maneuvering mode, by amplifying the speed difference between the left and right motors and matching the hydrodynamic characteristics of the hull, the fishing boat can achieve flexible turning in limited waters, reducing the width of water required for turning, making it suitable for densely aquaculture areas or river networks.

[0017] Third, this invention calculates the target torque difference by combining the propulsion load information with the whole-ship collaborative controller, so that the output of the motors on both sides can be automatically adjusted according to the external load, which ensures both steering response speed and propulsion efficiency, and avoids overload or insufficient power. The whole-ship collaborative controller automatically calculates the heading error and yaw rate error and allocates differential speed and differential torque. The driver only needs to give the target heading or steering command, and the system completes the refined motor collaborative control, simplifying the operation process. The complete differential speed calculation rules and multi-mode switching logic of this invention can be modularly packaged, which is convenient to adapt to electric or hybrid fishing vessels of different tonnages and types, and reduces secondary development costs. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a schematic diagram of the dual-motor differential steering principle of the present invention; Figure 2 This is a schematic diagram of the conventional steering mode of the present invention; Figure 3 This is a schematic diagram of the parking differential steering mode of the present invention; Figure 4 This is a schematic diagram of the in-situ rotation mode of the present invention; Figure 5 This is a flowchart of the differential speed calculation process of the present invention; Figure 6 This is a system flowchart of the present invention. Detailed Implementation

[0020] Example Please see Figure 1-6This invention provides a technical solution: a differential steering control method for a dual-motor switched reluctance system suitable for fishing vessels, comprising the following steps: S1. The direction command is collected through the direction command input module, and the ship speed, heading change rate, yaw rate and propulsion load information are collected through the status acquisition module. S2. The ship-wide collaborative controller calculates the target heading error and yaw rate error based on the direction command and ship status information. S3. Based on the preset control rules, and considering the target heading error and yaw rate error, calculate the target speed difference and target torque difference between the left and right propulsion switched reluctance motors. The target speed difference is related to both the target heading error and the yaw rate error, while the target torque difference is related to the propulsion load information.

[0021] The target speed difference is calculated using the target heading error and yaw rate error as the two main inputs. The controller first performs proportional, integral, and derivative calculations on the heading error and then sums the three results. At the same time, the yaw rate error is multiplied separately by a weighting coefficient and then added to the sum.

[0022] The target torque difference is related to the real-time load torque of the left and right propulsion modules. The controller obtains the real-time load torque values ​​of the left and right motors respectively (estimated by detecting motor current and speed), calculates the absolute value of the difference between the two, and then multiplies it by a load adaptation coefficient.

[0023] S4. Select the control mode according to the current working status; the control mode includes at least one of the following: normal steering mode, parking differential mode, small radius maneuvering mode, and stationary turning mode.

[0024] In normal steering mode, the ship's coordinated controller reduces the output speed and torque of the propulsion switched reluctance motor on one side and increases the output speed and torque of the propulsion switched reluctance motor on the other side, based on the target heading error and yaw rate error, thereby generating a yaw moment on the hull and achieving normal left or right turn control.

[0025] In normal steering mode, the ship's coordinated controller allocates the target speeds of the left and right motors according to the target speed difference and the current ship speed, following these rules: First, a base speed is calculated based on the current ship speed and propeller pitch parameters: the ship speed divided by the proportionality coefficient of propeller pitch to speed. Then, when turning left, the target speed of the left motor is set to the base speed minus half the target speed difference, and the target speed of the right motor is set to the base speed plus half the target speed difference; the signs are reversed when turning right. Simultaneously, torque distribution follows the principle of reducing the output torque of the inner motor and increasing the output torque of the outer motor, but requiring the total output power to not exceed 1.2 times the power required at the current ship speed to prevent power overshoot and instability. The rate of torque change is limited to within 50 Nm per second, thus ensuring a smooth transition in ship attitude.

[0026] In berthing differential mode, the ship's cooperative controller limits the total propulsion power to the range required for low-speed maneuvering and improves differential correction resolution, enabling fishing vessels to maintain high maneuverability when approaching docks, aquaculture areas, or narrow water boundaries.

[0027] The ship's coordinated controller reads the current state of charge of the energy storage module and the output power of the left and right drive controllers in real time, setting the upper limit of the total propulsion power to 15% to 30% of the rated total power. When the total power required by the pilot exceeds this upper limit, the controller limits the actual output power by softly limiting the setpoint of the motor current loop, ensuring that the ship will not suddenly accelerate in low-speed scenarios such as berthing.

[0028] The controller adjusted the quantization step size of the speed difference command from 50 revolutions per minute in the normal mode to 10 revolutions per minute; at the same time, it reduced the dead zone threshold of the heading error from 5 degrees to 1 degree, enabling the controller to respond more sensitively to small heading deviations. In addition, the controller command drove the controller to increase the switching frequency of the power switching devices from the conventional 8 kHz to 16 kHz, adopting a high-frequency pulse width modulation mode, thereby improving the linearity of torque control under low-speed conditions, enabling the operator to achieve precise ship handling at extremely low speeds.

[0029] In the stationary turn mode, the switched reluctance motor on one side runs forward and outputs positive thrust, while the switched reluctance motor on the other side runs in reverse and outputs reverse thrust or performs zero-speed braking, thereby generating a turning torque on the hull and achieving turn control with a small radius or even close to stationary position.

[0030] When the pilot commands a left turn, the left propeller switch reluctance motor runs in the forward direction, while the right propeller switch reluctance motor runs in the reverse direction, with both motors set to the same absolute target speed. This results in opposite thrust from the two propellers, creating a pure rotational torque that keeps the ship almost stationary. S5. The ship's overall coordination controller outputs control commands for the left and right propulsion motors, which in turn control the left and right propulsion switched reluctance motors to output differential thrust through the corresponding drive controllers, thus completing the steering control.

[0031] The present invention also provides a control system for a switched reluctance dual-motor differential steering control method applicable to fishing vessels, including a whole-vessel cooperative controller, a left propulsion module, a right propulsion module, a status acquisition module, a battery management module, a direction command input module, and an energy storage module; The ship-wide coordinated controller receives directional commands and ship status information, calculates the target speed difference and target torque difference between the left and right propulsion motors, and outputs control commands to the left and right drive controllers to achieve differential steering control of the ship.

[0032] The left and right propulsion modules are used to work together to provide vector thrust to the hull; The status acquisition module is used to collect ship speed information, heading change rate, yaw rate, and propulsion load information of the left and right propulsion modules in real time. Among them, the three-phase current is collected by Hall current sensors installed on the motor drive line, and the sampling frequency is not less than twice the motor control pulse width modulation frequency. The instantaneous torque feedback value is estimated by the drive controller based on the phase current and rotor position signal of the switched reluctance motor through a pre-calibrated torque-current-angle lookup table. The propeller shaft torque can be directly measured by strain gauge torque sensors installed on the shaft system, or it can be calculated by mathematical models of motor output voltage, current and speed. All the above load information is sent to the ship's collaborative controller through the controller local area network bus at a refresh frequency of not less than 50 times per second.

[0033] The battery management module is used to monitor and manage the voltage, current, state of charge, and temperature information of the energy storage module. The direction command input module is used to input target heading or turning commands to the ship's overall coordination controller; The energy storage module is used to provide power to the entire ship's equipment. The preferred energy storage module is a lithium iron phosphate power battery, and the voltage of the energy storage module is 46V to 155V.

[0034] The status acquisition module, battery management module, direction command input module, left propulsion module, and right propulsion module are all connected to the ship's overall coordination controller. The preferred controller is connected to the drive controller, status acquisition module, and battery management module via CAN bus or a functionally equivalent communication method. The energy storage module is electrically connected to the left propulsion module and right propulsion module.

[0035] The left propulsion module includes a left propulsion unit, a left propulsion switched reluctance motor, and a left drive controller; The right propulsion module includes a right propulsion unit, a right propulsion switched reluctance motor, and a right drive controller; The left drive controller and the right drive controller are used to receive instructions from the ship's overall coordination controller; The left and right propulsion switch reluctance motors are used to convert electrical energy into mechanical energy. The power of a single left and right propulsion switch reluctance motor is preferably one of 4kW, 6kW, 8kW, 12kW or 24kW. The total power of the dual motor system is configured according to the boat type and operation requirements. More preferably, the left and right propulsion switch reluctance motors are installed on the left and right sides of the fishing boat.

[0036] The left and right thrusters are used to convert the mechanical rotational torque output by the switched reluctance propulsion motor into thrust.

[0037] The left drive controller is electrically connected to the left propulsion switch reluctance motor, and the output shaft of the left propulsion switch reluctance motor is fixed to the input shaft of the left propeller. The right drive controller is electrically connected to the right push switch reluctance motor, and the output shaft of the right push switch reluctance motor is fixed to the input shaft of the right pusher.

[0038] Working principle: When the fishing vessel is navigating or operating, the direction command input module sends the target heading or turning command given by the driver to the whole vessel coordinated controller; at the same time, the status acquisition module collects the vessel speed information, heading change rate, yaw rate and propulsion load information of the left and right propulsion modules in real time, and the battery management module synchronously monitors the voltage, current, state of charge and temperature of the energy storage module to ensure that the power system is in a safe operating range. Based on the received directional commands and ship status information, the ship's coordinated controller first calculates the target heading error and yaw rate error. Then, according to the preset coordinated control rules, using the target heading error and yaw rate error as inputs, it calculates the target speed difference between the left and right propulsion switched reluctance motors; simultaneously, it calculates the target torque difference by combining propulsion load information, enabling the output of both motors to adapt to changes in external load, balancing steering response and propulsion efficiency. In normal steering mode, the controller reduces the output speed and torque of the inner propulsion switch reluctance motor and correspondingly increases the output speed and torque of the outer motor. By utilizing the thrust difference between the two propellers, a yaw torque is generated on the hull to achieve a normal left or right turn. In berthing differential mode, the controller limits the total propulsion power to the range required for low-speed maneuvering, while improving the resolution of differential commands, enabling fishing vessels to perform high-precision maneuvering at extremely low speeds when approaching docks, aquaculture areas or narrow waters. In the small-radius maneuver mode, by further amplifying the speed difference between the left and right motors and combining it with the hydrodynamic characteristics of the hull, the fishing boat can achieve flexible small-radius turning within a limited water area. In the stationary turning mode, the switched reluctance motor on one side runs forward and outputs positive thrust, while the switched reluctance motor on the other side runs in reverse and outputs reverse thrust or performs zero-speed braking. The two motors work together to generate a turning torque on the hull, thereby driving the fishing boat to achieve a small-radius or even near-stationary turning maneuver.

[0039] In summary, through specialized control logic such as differential speed calculation, berthing mode, turning in place, and small-radius maneuvering, fishing vessels can achieve turning and positioning at extremely low speeds in restricted waters such as aquaculture areas, docks, and narrow waterways, significantly improving the problem of poor low-speed maneuverability of traditional fishing vessels.

[0040] In the stationary turning mode, the left and right switch reluctance motors operate in the forward and reverse directions respectively, generating pure turning torque. This allows the fishing boat to complete a near-stationary turning maneuver without relying on forward speed, greatly improving obstacle avoidance and berthing flexibility. In the berthing differential speed mode, the total propulsion power is limited to the range required for low-speed maneuvering, while improving the resolution of differential speed commands to prevent sudden acceleration or over-steering due to misoperation, reducing the risk of collisions with docks and aquaculture facilities. In the small-radius maneuvering mode, by amplifying the speed difference between the left and right motors and matching the hydrodynamic characteristics of the hull, the fishing boat can achieve flexible turning in limited waters, reducing the width of water required for turning, making it suitable for densely aquaculture areas or river networks.

[0041] This invention calculates the target torque difference by combining the propulsion load information with the whole-ship collaborative controller, so that the output of the motors on both sides can be automatically adjusted according to the external load, ensuring both steering response speed and propulsion efficiency, avoiding overload or insufficient power. The whole-ship collaborative controller automatically calculates the heading error and yaw rate error and allocates differential speed and differential torque. The driver only needs to give the target heading or steering command, and the system completes the refined motor collaborative control, simplifying the operation process. The complete differential speed calculation rules and multi-mode switching logic of this invention can be modularly packaged, which is convenient to adapt to electric or hybrid fishing vessels of different tonnages and types, reducing secondary development costs.

[0042] Those skilled in the art will understand that the features described in the various embodiments and / or claims of the present invention can be combined or combined in various ways, even if such combinations or combinations are not explicitly described in the present invention. In particular, the features described in the various embodiments and / or claims of the present invention can be combined or combined in various ways without departing from the spirit and teachings of the present invention. All such combinations and / or combinations fall within the scope of the present invention.

Claims

1. A method for differential steering control of a dual-motor switched reluctance system suitable for fishing vessels, characterized in that, Includes the following steps: S1. The direction command is collected through the direction command input module, and the ship speed, heading change rate, yaw rate and propulsion load information are collected through the status acquisition module. S2. The ship-wide collaborative controller calculates the target heading error and yaw rate error based on the direction command and ship status information. S3. Based on the preset control rules, and taking into account the target heading error and yaw rate error, calculate the target speed difference and target torque difference between the left propulsion switch reluctance motor and the right propulsion switch reluctance motor. S4. Select the control mode according to the current operation status; S5. The ship's overall coordination controller outputs control commands for the left and right propulsion motors, which in turn control the left and right propulsion switched reluctance motors to output differential thrust through the corresponding drive controllers, thus completing the steering control.

2. The method for differential steering control of a dual-motor switched reluctance engine suitable for fishing vessels according to claim 1, characterized in that, In S3, the target speed difference is simultaneously related to the target heading error and the yaw rate error, and the target torque difference is related to the propulsion load information.

3. The method for differential steering control of a dual-motor switched reluctance engine suitable for fishing vessels according to claim 1, characterized in that, In S4, the control mode includes at least one of the following: normal steering mode, parking differential mode, small-radius maneuver mode, and stationary turn mode.

4. The method for differential steering control of a dual-motor switched reluctance engine suitable for fishing vessels according to claim 3, characterized in that, In the conventional steering mode, the ship-wide coordinated controller reduces the output speed and torque of the propulsion switched reluctance motor on one side and increases the output speed and torque of the propulsion switched reluctance motor on the other side, based on the target heading error and the yaw rate error, thereby generating a yaw moment on the hull and achieving conventional left or right turn control.

5. The method for differential steering control of a dual-motor switched reluctance engine suitable for fishing vessels according to claim 4, characterized in that, In the berthing differential mode, the whole vessel cooperative controller limits the total propulsion power to the range required for low-speed maneuvering and improves the differential correction resolution, so that the fishing vessel can maintain a high level of maneuvering accuracy when approaching the dock, aquaculture area or narrow water boundary.

6. The method for differential steering control of a dual-motor switched reluctance engine suitable for fishing vessels according to claim 4, characterized in that, In the stationary turning mode, the switched reluctance motor on one side runs forward and outputs positive thrust, while the switched reluctance motor on the other side runs in reverse and outputs reverse thrust, thereby generating a turning torque on the hull and achieving turning control with a small radius or even close to stationary position.

7. A control system for a switched reluctance dual-motor differential steering control method applicable to fishing vessels according to any one of claims 1-6, characterized in that, It includes a ship-wide collaborative controller, a left propulsion module, a right propulsion module, a status acquisition module, a battery management module, a direction command input module, and an energy storage module; The ship-wide coordinated controller is used to receive directional commands and ship status information, calculate the target speed difference and target torque difference between the left and right propulsion motors, and output control commands to the left drive controller and the right drive controller to realize differential steering control of the ship. The left and right propulsion modules are used to work together to provide vector thrust to the hull; The status acquisition module is used to collect ship speed information, heading change rate, yaw rate, and propulsion load information of the left and right propulsion modules in real time. The battery management module is used to monitor and manage the voltage, current, state of charge, and temperature information of the energy storage module. The direction command input module is used to input target heading or turning commands to the ship's overall collaborative controller; The energy storage module is used to provide electrical power for the entire ship's equipment.

8. The control system of the switched reluctance dual-motor differential steering control method for fishing vessels according to claim 7, characterized in that, The status acquisition module, battery management module, direction command input module, left propulsion module, and right propulsion module are all connected to the ship's overall collaborative controller, and the energy storage module is electrically connected to the left propulsion module and the right propulsion module.

9. The control system of the switched reluctance dual-motor differential steering control method applicable to fishing vessels according to claim 7, characterized in that, The left propulsion module includes a left propulsion unit, a left propulsion switched reluctance motor, and a left drive controller; The right propulsion module includes a right propulsion unit, a right propulsion switched reluctance motor, and a right drive controller. The left drive controller and the right drive controller are used to receive instructions from the ship-wide coordination controller. The left and right push-switch reluctance motors are used to convert electrical energy into mechanical energy. The left and right thrusters are used to convert the mechanical rotational torque output by the switched reluctance propulsion motor into thrust.

10. The control system of the switched reluctance dual-motor differential steering control method applicable to fishing vessels according to claim 9, characterized in that, The left drive controller is electrically connected to the left propulsion switch reluctance motor, and the output shaft end of the left propulsion switch reluctance motor is fixed to the input shaft end of the left propeller. The right drive controller is electrically connected to the right propulsion switch reluctance motor, and the output shaft end of the right propulsion switch reluctance motor is fixed to the input shaft end of the right propeller.

Images