An intelligent energy management system and control method for switched reluctance electric fishing vessels

Abstract

The present application relates to the technical fields of electric ship energy management, and discloses an intelligent energy management system and control method for switched reluctance electric fishing vessels, comprising a lithium iron phosphate battery module, a battery management module, a switched reluctance motor drive module, a navigation state detection module, an operation state identification module, a load detection module and a central energy management controller; the lithium iron phosphate battery module is used for storing and providing all the electric energy required by propulsion, operation and auxiliary equipment; the battery management module is used for real-time monitoring of the battery voltage, current, temperature and state of charge of the lithium iron phosphate battery module, and the system constructs a complete energy management link around SOC grading, remaining endurance prediction, load priority and return energy strategy, dynamically predicts the remaining endurance mileage or running time, enables the fishing vessel driver to master the available energy in advance, avoids anchoring or return difficulty caused by electric quantity misjudgment, and significantly improves the navigation safety.

Description

Technical Field

[0001] This invention relates to the field of energy management technology for electric vessels, specifically to an intelligent energy management system and control method for a switched reluctance electric fishing vessel. Background Technology

[0002] With increasing environmental awareness and adjustments to the energy structure, traditional fuel-fired fishing boats are gradually being replaced by electric fishing boats due to their high energy consumption, high emissions, and high noise levels. Switched reluctance motors, with their simple structure, large starting torque, wide speed range, and strong fault tolerance, have broad application prospects in electric fishing boats.

[0003] The actual operating conditions of existing electric fishing vessels are extremely complex: the vessels need to perform long-term low-speed trawling operations and short-term high-speed navigation back to port. At the same time, the vessels are also equipped with various auxiliary loads such as winches, net haulers, lighting, navigation, communication, and domestic electricity. Unlike traditional fuel-fired fishing vessels that can be refueled at any time, the range of pure electric fishing vessels depends entirely on the limited energy stored in the battery pack.

[0004] Existing energy management systems for electric fishing vessels typically only roughly display the remaining battery percentage based on state of charge (SOC) estimation, failing to comprehensively consider factors such as real-time navigation conditions, load power fluctuations, and historical energy consumption data to dynamically predict remaining range or operating time. Furthermore, traditional systems usually only set a single "low battery alarm" threshold. When the battery level falls below this threshold, the system simply and abruptly cuts off part of the load or directly limits propulsion power. This results in the fishing vessel not being able to fully utilize its full power operation capability when the battery is high, while the one-size-fits-all power-off strategy causes critical operations to be interrupted when the battery is at medium or low levels. The lack of a graded and mode-based fine-grained control mechanism across different SOC ranges makes it impossible to dynamically balance operational efficiency and operating time based on remaining energy. Therefore, this paper proposes an intelligent energy management system and control method for switched reluctance electric fishing vessels. Summary of the Invention

[0005] The purpose of this invention is to provide an intelligent energy management system and control method for a switched reluctance electric fishing vessel, in order to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, the present invention provides the following technical solution: an intelligent energy management system for a switched reluctance electric fishing vessel, comprising a lithium iron phosphate battery pack module, a battery management module, a switched reluctance motor drive module, a navigation status detection module, an operation status identification module, a load detection module, and a central energy management controller; The lithium iron phosphate battery module is used to store and provide all the electrical energy required for propulsion, operation and auxiliary equipment; The battery management module is used to monitor the battery voltage, current, temperature and state of charge of the lithium iron phosphate battery pack module in real time. The switched reluctance motor drive module is used to drive the propulsion motor and the work auxiliary motor; The navigation status detection module is used to detect the real-time speed, heading, position and attitude of the fishing vessel; The operation status identification module is used to identify the current operating status of the fishing vessel; The load detection module is used to monitor the instantaneous power and current of the propulsion load, the operation auxiliary load, and the non-critical auxiliary load. The central energy management controller is used to dynamically adjust the propulsion power limit, load priority, and operating mode according to battery status, load demand, and operational tasks.

[0007] Preferably, the central energy management controller is connected to the battery management module, the switched reluctance motor drive module, the navigation status detection module, the operation status identification module, and the load detection module via a communication bus. The lithium iron phosphate battery pack module is signal-connected to the battery management module and electrically connected to the switched reluctance motor drive module and the load detection module, respectively.

[0008] As a preferred option, the central energy management controller divides the controlled load into propulsion load branches, operation auxiliary load branches, and non-critical auxiliary load branches.

[0009] Preferably, the central energy management controller has several SOC (State of Charge) grading intervals inside, including a high power zone, a medium power zone, a low power zone, and an emergency return zone.

[0010] Preferably, the central energy management controller predicts the remaining range or remaining operating time based on the current ship speed, load power, and historical energy consumption curves.

[0011] Preferably, the power supply voltage of the lithium iron phosphate battery module is 46V to 155V.

[0012] Preferably, the power of the switched reluctance motor drive module is 4kW to 24kW.

[0013] The present invention also provides a control method for an intelligent energy management system for a switched reluctance electric fishing vessel, comprising the following steps: S1. Collect battery voltage, battery current, battery temperature, battery state of charge, propulsion load power, auxiliary load power, speed, heading, and operational status information; S2. Identify the current operating status based on the collected information; S3. Combine current ship speed, historical energy consumption curves and load changes to predict remaining range; S4. Generate the corresponding energy management strategy based on the remaining range prediction results and the preset SOC classification threshold; S5. According to the energy management strategy, power limiting is applied to the propulsion module, and power supply priority adjustment and operation mode switching are applied to the auxiliary load; S6. When the battery state of charge is lower than the preset return threshold, disconnect non-critical auxiliary loads and enter return mode.

[0014] Preferably, in S4, the SOC grading threshold is specifically: When the SOC is above 60%, it enters normal mode, allowing all critical workloads to run normally. When the SOC is in the range of 30% to 60%, it enters energy-saving mode and limits peak power output. When the SOC is in the range of 15% to 30%, it enters power limiting mode and cuts off non-critical auxiliary loads. When the SOC is below 15%, it automatically switches to return-to-home mode to prioritize the propulsion load related to return-to-home.

[0015] Compared with the prior art, the present invention, employing the above technical solution, has the following technical effects: I. The system constructs a complete energy management chain around SOC classification, remaining range prediction, load priority, and return-to-base energy strategy. The central controller integrates battery status, navigation conditions, load power, and historical energy consumption data in real time to dynamically predict the remaining range or operating time, enabling fishing boat operators to know the available energy in advance, avoiding anchoring or return-to-base difficulties caused by misjudgment of battery power, and significantly improving navigation safety.

[0016] Second, by setting four SOC zones—high power zone, medium power zone, low power zone, and emergency return zone—corresponding to four operating strategies: normal mode, energy-saving mode, power-limited mode, and return mode, the propulsion power and auxiliary load are adjusted step by step under different operating conditions. This ensures full-power operation efficiency when the power is high, while extending the effective operation time through dynamic power limiting when the power is medium or low, thus avoiding operation interruption caused by a sudden power cut-off.

[0017] Third, the disconnection sequence of the auxiliary load branch of the present invention is not fixed, but is adjusted in real time by the operation status identification module according to the current working conditions such as fishing, trawl, and cable winch. For example, in trawl operations, the priority of the cable winch is higher than that of the lighting, while in the moored state, the priority of the lighting is reversed, ensuring that the optimal balance is achieved between key operation capabilities and endurance requirements in each operation scenario, thereby improving the practicality of the system in complex working conditions.

[0018] Fourth, when the SOC of the system is lower than the 15% return threshold, the system will force the return mode to immediately cut off all non-critical loads and retain only the three safety-related loads of propulsion, navigation and monitoring. At the same time, the total propulsion power will be limited to 30% to 80% of the rated power to prevent the battery from being over-discharged and damaged by high power discharge under low power conditions. At the same time, it will ensure sufficient energy to support the safe return of the fishing boat to port, fundamentally solving the safety problem of pure electric fishing boats being unable to return after going out. Attached Figure Description

[0019] Figure 1 This is an overall block diagram of the management module of the present invention; Figure 2 This is a logic diagram of SOC hierarchical and mode switching in this invention; Figure 3 This is a flowchart of the remaining range prediction process of the present invention; Figure 4 This is the priority control diagram for the propulsion load and auxiliary load of the present invention; Figure 5 This is the power limiting control diagram for the return mode of the present invention. Detailed Implementation

[0020] Example Please see Figure 1-5 This invention provides a technical solution: an intelligent energy management system for a switched reluctance electric motor (SRM) fishing vessel, comprising a lithium iron phosphate (LFP) battery pack module, a battery management module, a SRM drive module, a navigation status detection module, an operation status identification module, a load detection module, and a central energy management controller. The central energy management controller is connected to the battery management module, SRM drive module, navigation status detection module, operation status identification module, and load detection module via a communication bus. The LFP battery pack module is signal-connected to the battery management module and electrically connected to the SRM drive module and load detection module. The communication bus is a controller local area network (CLAN) bus or an RS485 bus, employing a master-slave polling or periodic broadcast communication mechanism. The central energy management controller, acting as the master node, sends synchronization frames to each module at a period of at least 100ms and receives status data packets returned by each module. The data packets contain a timestamp, module identifier, status value, and checksum. If no response is received from a module for three consecutive cycles, the module is deemed to have a communication failure, and the controller automatically lowers the load priority of that branch to the lowest level and triggers a local audible and visual alarm.

[0021] The lithium iron phosphate battery module is used to store and provide all the electrical energy required for propulsion, operation and auxiliary equipment; the power supply voltage of the lithium iron phosphate battery module is 46V to 155V.

[0022] The battery management module is used to monitor the battery voltage, current, temperature and state of charge of the lithium iron phosphate battery pack module in real time. The switched reluctance motor drive module is used to drive the propulsion motor and the work auxiliary motor. The rated power of a single propulsion motor in the switched reluctance motor drive module is preferably 4kW, 6kW, 8kW, 12kW or 24kW. The switched reluctance motor drive module is preferably a dual-motor or multi-motor switched reluctance propulsion architecture. The switched reluctance motor drive module is used in small and medium-sized electric fishing vessels, aquaculture auxiliary vessels or near-shore operation auxiliary vessels.

[0023] The navigation status detection module is used to detect the real-time speed, heading, position, and attitude of the fishing vessel; The navigation status detection module includes at least a Global Navigation Satellite System (GNSS) receiver, an inertial measurement unit (IMU), and an electronic compass. The GNSS receiver acquires the fishing vessel's geographical location and heading relative to the ground; the IMU collects the vessel's three-axis acceleration and angular velocity, and calculates relative speed and attitude angles (roll, pitch, and bow) through integration; the electronic compass corrects for magnetic declination and provides absolute heading information. All this data is uploaded in real-time to the central energy management controller at a frequency of at least 1 Hz to determine whether the fishing vessel is sailing, drifting, turning, or anchored. The operation status identification module is used to identify the current operation status of the fishing vessel. These statuses include at least: departure, return, trawling, purse seine, net hauling, mooring and charging, and emergency obstacle avoidance. The module uses finite state machine logic to determine the operation status by integrating the propulsion motor's speed and torque signals, the start / stop status of the auxiliary operation motor, the rate of change of the vessel's speed, and external operation command switch signals. For example, when the vessel speed is greater than 3 knots and the auxiliary operation motor is in high-power output mode, it is identified as trawling or purse seine operation; when the vessel speed is less than 1 knot and the propulsion power is close to zero but the auxiliary operation motor continues to run, it is identified as net hauling. The load detection module is used to monitor the instantaneous power and current of propulsion loads, operational auxiliary loads, and non-critical auxiliary loads. The central energy management controller is used to dynamically adjust the propulsion power limit, load priority, and operating mode based on battery status, load demand, and operational tasks.

[0024] The central energy management controller divides the controlled loads into propulsion load branches, operational auxiliary load branches, and non-critical auxiliary load branches. The load detection module detects the instantaneous power and current of the propulsion load branches, operational auxiliary load branches, and non-critical auxiliary load branches, and classifies them in descending order of priority: the propulsion load branches have the highest priority; the operational auxiliary load branches dynamically adjust their priority according to the current operating conditions; and the non-critical auxiliary load branches have the lowest priority and are disconnected when the power is low, while the propulsion load, navigation load, and monitoring load related to return safety are retained.

[0025] When the operation is identified as a departure or return trip, the priority of the auxiliary load branch is reduced to below the propulsion load but above the non-critical auxiliary load. When the operation is identified as a trawling, purse seine, or net retrieval operation, the priority of the auxiliary loads necessary for the current operation (such as net winches, traps, and feeders) is temporarily increased to the same level as the propulsion load, allowing them to share available power with the propulsion load according to a set ratio. When the operation is identified as an emergency obstacle avoidance operation, the priority of all auxiliary loads, except for those related to steering and propulsion, is forcibly reduced to the lowest level. Priority adjustments are recalculated every 200ms by the central energy management controller and distributed to the smart switches or contactors of each branch via the communication bus.

[0026] Non-critical auxiliary loads are explicitly defined as: living lighting, non-essential communication and entertainment equipment, cabin ventilation fans, and water circulation pumps (non-operational essential components). The disconnection operation employs a tiered disconnection strategy: when the State of Charge (SOC) first enters the low-power zone, 50% of the non-critical auxiliary loads are disconnected; if the SOC continues to drop to less than 3 percentage points below the low-power zone limit, all non-critical auxiliary loads are disconnected. Before disconnection, the controller issues a 10-second countdown prompt via the human-machine interface, allowing operators to temporarily retain a specific non-critical load for no more than 30 minutes.

[0027] The central energy management controller has several SOC (State of Charge) grading zones inside, including high power zone, medium power zone, low power zone, and emergency return zone.

[0028] High power zone: SOC > 80%, full power output is allowed, and no load is limited.

[0029] Medium power range: 60% < SOC ≤ 80%, propulsion power limit is 90% of rated power.

[0030] Low power zone: 30% < SOC ≤ 60%, propulsion power limit is set at 70% of rated power, and the power polling mechanism of auxiliary loads is activated at the same time (i.e., multiple high-power auxiliary loads are activated in a time-sharing manner to avoid simultaneous impact).

[0031] Emergency return zone: SOC ≤ 30%, immediately enter return preparation state, disable auxiliary loads that are not necessary for operation. The above range thresholds can be periodically calibrated according to the battery cycle life decay. The calibration cycle is every 6 months or every 200 charge-discharge cycles. The calibration method is to remeasure the actual usable capacity of the battery pack at a discharge rate of 0.5C and adjust the SOC threshold of each range proportionally.

[0032] The central energy management controller predicts the remaining range or remaining operating time based on the current ship speed, load power, and historical energy consumption curves.

[0033] The present invention also provides a control method for an intelligent energy management system for a switched reluctance electric fishing vessel, comprising the following steps: S1. Collect battery voltage, battery current, battery temperature, battery state of charge, propulsion load power, auxiliary load power, speed, heading, and operational status information; S2. Identify the current operating status based on the collected information; S3. Combine current ship speed, historical energy consumption curves and load changes to predict remaining range; The method for predicting the remaining range is to collect data on battery voltage, current, SOC, temperature and ship speed, obtain the current propulsion load and auxiliary load power, calculate the energy consumption per unit mile or per unit time, and predict the remaining range or remaining operating time accordingly.

[0034] The central energy management controller first obtains the current SOC value and battery pack health status from the battery management module, the average power of the propulsion load and the average power of the auxiliary load over the past 5 minutes from the load detection module, and the average ship speed over the past 1 nautical mile from the navigation status detection module. Then, it uses the internally stored historical energy consumption curves—which record the relationship between energy consumption per unit distance and ship speed under different operating conditions (such as calm water, head current, and downstream current) in tabular form—to find the baseline energy consumption value corresponding to the current operating condition. Finally, the prediction results are updated every 30 seconds, and a continuous warning is issued when the remaining range is lower than a preset safety threshold (such as 5 nautical miles).

[0035] S4. Generate the corresponding energy management strategy based on the remaining range prediction results and the preset SOC classification threshold; The specific SOC grading threshold is as follows: When the SOC is above 60%, it enters normal mode, allowing all critical workloads to run normally. When the SOC is in the range of 30% to 60%, it enters energy-saving mode and limits peak power output. When the SOC is in the range of 15% to 30%, it enters power limiting mode and cuts off non-critical auxiliary loads. When the SOC is below 15%, it automatically switches to return-to-home mode to prioritize the propulsion load related to return-to-home.

[0036] In normal mode, all critical loads are allowed to operate normally, and the propulsion power limit of the switched reluctance motor drive module is lifted, but is limited to the motor's rated peak power (not exceeding 120% of the rated power, and for a duration not exceeding 30 seconds).

[0037] In energy-saving mode, the central energy management controller reduces the peak power limit of the switched reluctance motor drive module by lowering the current chopping limit, which is 70% to 85% of the rated power. At the same time, it reduces the acceleration slope of the propulsion motor by 50% to avoid transient high current surges.

[0038] In power limiting mode, in addition to cutting off non-critical auxiliary loads, a work-pause alternating operation strategy is also implemented for operational auxiliary loads: every 60 seconds of operation, a forced pause for 15 seconds is performed to reduce average power.

[0039] In return mode, the central energy management controller actively adjusts the commutation angle of the switched reluctance motor, so that the motor operates in the high-efficiency area rather than the high-torque area, and limits the maximum propulsion power to 50% to 60% of the rated value. At the same time, it forces all auxiliary loads to shut down, leaving only the necessary equipment for return, such as navigation, communication, servo motors and lighting, on.

[0040] S5. According to the energy management strategy, power limits are applied to the propulsion module, and power supply priority is adjusted and operating mode is switched for the auxiliary loads. When the power supply priority is adjusted for the auxiliary loads, the controlled loads are divided into the following categories according to their priority from high to low: the propulsion load branch has the highest priority, the operation auxiliary load branch dynamically adjusts its priority according to the current working conditions, and the non-critical auxiliary load branch has the lowest priority.

[0041] S6. When the battery state of charge is lower than the preset return-to-home threshold, disconnect non-critical auxiliary loads and enter return-to-home mode. After entering return-to-home mode, the following measures are also taken: limit the total propulsion power to 30% to 80% of the rated total power, and maintain power supply to critical propulsion loads, navigation loads, and monitoring loads.

[0042] The specific value within the 30% to 80% range is automatically calculated by the central energy management controller based on the distance between the current ship position and the nearest safe port or anchorage: when the ratio of remaining range to actual return distance is greater than 1.5, the upper limit of 80% is used; when the ratio is between 1.0 and 1.5, 50% is used; when the ratio is less than 1.0, the lower limit of 30% is used, and the ship speed is forcibly reduced to the minimum safe sailing speed. In return-to-base mode, the central energy management controller reassesses the remaining range and return distance every 5 minutes and dynamically adjusts the power limit. If the assessment result continues to indicate that a safe return is not possible, the controller sends an emergency distress signal containing the ship's position, heading, and battery status via satellite communication terminal or VHF radio, and automatically activates the position beacon.

[0043] Working principle: After the fishing boat system is powered on, the lithium iron phosphate battery module serves as the sole energy storage unit, providing DC power to the switched reluctance motor drive module and all controlled load branches. The battery management module collects the battery's voltage, current, temperature, and state of charge (SOC) in real time and sends the data to the central energy management controller via the communication bus. At the same time, the navigation status detection module acquires the fishing boat's real-time speed, heading, position, and attitude. The operation status identification module identifies the current fishing, navigation, relocation, or mooring conditions. The load detection module monitors the instantaneous power and current of the propulsion load branch, the operation auxiliary load branch, and the non-critical auxiliary load branch. All information is collected in the central energy management controller. Based on the acquired battery status, load demand, and operational information, the central energy management controller first determines the current SOC (State of Charge) level range. The built-in SOC level ranges include high charge zone, medium charge zone, low charge zone, and emergency return zone. The controller dynamically calculates the energy consumption per unit distance or per unit time based on real-time ship speed, propulsion and auxiliary load power, and historical energy consumption curves, and then predicts the remaining range or remaining operating time. When the State of Charge (SOC) is above 60%, the system operates in normal mode, where all critical loads can operate at full power and propulsion power is unrestricted. When the SOC is between 30% and 60%, the system automatically switches to energy-saving mode, limiting the peak power output of propulsion and auxiliary loads to extend operating time. If the SOC further drops to between 15% and 30%, the system enters power-limiting mode. The central energy management controller issues instructions to cut off non-critical auxiliary load branches in order of priority from low to high, retaining only propulsion loads and some necessary auxiliary loads. The priority of auxiliary load branches is not fixed but dynamically adjusted by the current operating conditions provided by the operation status identification module, thereby balancing operational capacity and endurance requirements in different operational scenarios such as fishing, trawl, and cable winnowing.

[0044] Once the State of Charge (SOC) falls below the preset return threshold (i.e., 15%), the system is forced into return mode. The central energy management controller immediately cuts off all non-critical auxiliary loads, retaining only propulsion, navigation, and monitoring loads related to return safety. At the same time, the total propulsion power is limited to 30% to 80% of the rated total power to prevent high-power discharge under low battery conditions and ensure that the battery has sufficient energy to support the fishing vessel's safe return to port.

[0045] In summary, the system constructs a complete energy management chain around SOC classification, remaining range prediction, load priority, and return-to-base energy strategy. The central controller integrates battery status, navigation conditions, load power, and historical energy consumption data in real time to dynamically predict remaining range or operating time, enabling fishing boat operators to know the available energy in advance and avoid anchoring or return-to-base difficulties caused by misjudgment of battery power, significantly improving navigation safety.

[0046] The system is configured with four SOC zones: high power zone, medium power zone, low power zone, and emergency return zone. These correspond to four operating strategies: normal mode, energy-saving mode, power-limited mode, and return mode. Under different operating conditions, propulsion power and auxiliary load are adjusted step by step. This ensures full-power operation efficiency when the power is high, while extending the effective operation time through dynamic power limiting when the power is medium or low, thus avoiding operation interruption caused by a sudden power cut-off.

[0047] The disconnection sequence of the auxiliary load branch of the present invention is not fixed, but is adjusted in real time by the operation status identification module according to the current working conditions such as fishing, trawl, and cable winch. For example, in trawl operations, the priority of the cable winch is higher than that of the lighting, while in the moored state, the priority of the lighting is reversed, ensuring that the optimal balance is achieved between key operation capabilities and endurance requirements in each operation scenario, thereby improving the practicality of the system in complex working conditions.

[0048] When the State of Charge (SOC) of the system falls below the 15% return-to-port threshold, the system forcibly enters the return-to-port mode, immediately cutting off all non-critical loads and retaining only three safety-related loads: propulsion, navigation, and monitoring. At the same time, the total propulsion power is limited to 30% to 80% of the rated power to prevent battery over-discharge damage caused by high-power discharge at low battery levels, while ensuring sufficient energy to support the safe return of the fishing vessel to port. This fundamentally solves the safety problem of pure electric fishing vessels being unable to return after going out.

[0049] 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. An intelligent energy management system for a switched reluctance electric fishing vessel, characterized in that, It includes a lithium iron phosphate battery pack module, a battery management module, a switched reluctance motor drive module, a navigation status detection module, an operation status identification module, a load detection module, and a central energy management controller; The lithium iron phosphate battery module is used to store and provide all the electrical energy required for propulsion, operation and auxiliary equipment; The battery management module is used to monitor the battery voltage, current, temperature and state of charge of the lithium iron phosphate battery pack module in real time. The switched reluctance motor drive module is used to drive the propulsion motor and the work auxiliary motor; The navigation status detection module is used to detect the real-time speed, heading, position and attitude of the fishing vessel; The operation status identification module is used to identify the current operating status of the fishing vessel; The load detection module is used to monitor the instantaneous power and current of the propulsion load, the operation auxiliary load, and the non-critical auxiliary load; The central energy management controller is used to dynamically adjust the propulsion power limit, load priority, and operating mode according to battery status, load demand, and operational tasks.

2. The intelligent energy management system for a switched reluctance electric fishing vessel according to claim 1, characterized in that, The central energy management controller is connected to the battery management module, the switched reluctance motor drive module, the navigation status detection module, the operation status identification module, and the load detection module via a communication bus. The lithium iron phosphate battery pack module is signal-connected to the battery management module and electrically connected to the switched reluctance motor drive module and the load detection module, respectively.

3. The intelligent energy management system for a switched reluctance electric fishing vessel according to claim 1, characterized in that, The central energy management controller divides the controlled load into propulsion load branches, operation auxiliary load branches, and non-critical auxiliary load branches.

4. The intelligent energy management system for a switched reluctance electric fishing vessel according to claim 1, characterized in that, The central energy management controller has several SOC (State of Charge) grading zones inside, including high power zone, medium power zone, low power zone, and emergency return zone.

5. The intelligent energy management system for a switched reluctance electric fishing vessel according to claim 1, characterized in that, The central energy management controller predicts the remaining range or remaining operating time based on the current ship speed, load power, and historical energy consumption curves.

6. The intelligent energy management system for a switched reluctance electric fishing vessel according to claim 1, characterized in that, The power supply voltage of the lithium iron phosphate battery module is 46V to 155V.

7. The intelligent energy management system for a switched reluctance electric fishing vessel according to claim 1, characterized in that, The power of the switched reluctance motor drive module is 4kW to 24kW.

8. A control method for an intelligent energy management system for a switched reluctance electric fishing vessel according to claims 1-7, characterized in that, Includes the following steps: S1. Collect battery voltage, battery current, battery temperature, battery state of charge, propulsion load power, auxiliary load power, speed, heading, and operational status information; S2. Identify the current operating status based on the collected information; S3. Combine current ship speed, historical energy consumption curves and load changes to predict remaining range; S4. Generate the corresponding energy management strategy based on the remaining range prediction results and the preset SOC classification threshold; S5. According to the energy management strategy, power limiting is applied to the propulsion module, and power supply priority adjustment and operation mode switching are applied to the auxiliary load; S6. When the battery state of charge is lower than the preset return threshold, disconnect non-critical auxiliary loads and enter return mode.

9. The control method for an intelligent energy management system for a switched reluctance electric fishing vessel according to claim 8, characterized in that, In S4, the SOC grading threshold is specifically as follows: When the SOC is above 60%, it enters normal mode, allowing all critical workloads to run normally. When the SOC is in the range of 30% to 60%, it enters energy-saving mode and limits peak power output. When the SOC is in the range of 15% to 30%, it enters power limiting mode and cuts off non-critical auxiliary loads. When the SOC is below 15%, it automatically switches to return-to-home mode to prioritize the propulsion load related to return-to-home.

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