A fault-tolerant propulsion system and method for switched reluctance dual-motor electric fishing vessels

Abstract

The application relates to the technical field of ship safety propulsion and fault-tolerant control, and discloses a fault-tolerant propulsion system and method of a switched reluctance double-motor electric fishing boat, which comprises a left propulsion branch unit, a right propulsion branch unit, a lithium iron phosphate power battery energy supply unit, a high-voltage power distribution unit, a fault detection unit, a fault isolation unit, an emergency control unit and a whole-ship controller; the left propulsion branch unit is used for providing left propulsion power for the fishing boat; through adoption of a time threshold value and amplitude threshold value combined judgment mechanism, only when double conditions are met can a fault be confirmed, transient interference such as phase current peak and bus voltage fluctuation can be effectively filtered out, false protection triggered by one-time transient disturbance is avoided, the number of unnecessary shutdowns is reduced, and a non-recoverable fault realizes millisecond-level high-voltage circuit cutting through a pre-charging circuit, a main contactor, a fuse or an electronic isolation switch, fault diffusion is physically blocked, normal branches are not affected, and power supply continuity is not interrupted.

Description

Technical Field

[0001] This invention relates to the field of ship safety propulsion and fault-tolerant control technology, specifically to a fault-tolerant propulsion system and method for a switched reluctance dual-motor electric fishing vessel. Background Technology

[0002] Electric fishing vessels, especially those using switched reluctance motors, are increasingly widely used in fisheries production due to their advantages such as simple structure, high starting torque, wide speed range, and high reliability. However, the operating environment of fishing vessels is complex and variable. Electric propulsion systems are subjected to high loads, frequent starts and stops, voltage fluctuations, and salt spray corrosion over long periods. Key components such as motor drivers, power switching transistors, and bus capacitors are prone to short circuits, open circuits, or overload failures. Once a failure occurs, improper handling can lead to anything from loss of propulsion and loss of vessel control to serious safety accidents such as fires and power outages, resulting in significant economic losses and the risk of personal injury.

[0003] Existing fault detection mechanisms mostly adopt a single threshold judgment method. When the system detects that the phase current or bus voltage exceeds the preset amplitude threshold, it immediately judges it as a fault and triggers protection action. However, during the operation of switched reluctance motors, due to phase winding commutation, switching device operation, and load changes, a large number of spike pulses and transient fluctuations are inevitably mixed in the phase current and bus voltage signals. Although the amplitude of transient interference may be high, the duration is extremely short and does not represent a substantial and continuous fault in the system. The existing technology using a single amplitude threshold judgment cannot effectively distinguish between real overcurrent faults and transient interference. It is very easy to trigger false protection due to an accidental current spike or voltage drop, resulting in frequent and unnecessary system shutdowns. Therefore, a fault-tolerant propulsion system and method for switched reluctance dual-motor electric fishing vessels is proposed. Summary of the Invention

[0004] The purpose of this invention is to provide a fault-tolerant propulsion system and method for a switched reluctance dual-motor electric fishing vessel, 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 fault-tolerant propulsion system for a switched reluctance dual-motor electric fishing vessel, comprising a left propulsion branch unit, a right propulsion branch unit, a lithium iron phosphate power battery power supply unit, a high-voltage power distribution unit, a fault detection unit, a fault isolation unit, an emergency control unit, and a vessel controller; The left propulsion branch unit is used to provide left-side propulsion power for the fishing vessel; The right propulsion branch unit is used to provide right-side propulsion power for the fishing vessel; The lithium iron phosphate power battery power supply unit is used to provide stable DC high-voltage power to the left propulsion branch unit, the right propulsion branch unit and the entire ship; The high-voltage power distribution unit is used to realize the distribution, on / off control and branch isolation of high-voltage power; The fault detection unit is used to collect data from the left propulsion branch unit, the right propulsion branch unit, and the lithium iron phosphate power battery power supply unit in real time, and to generate accurate fault judgment results by using a combination of time threshold and amplitude threshold. The fault isolation unit is used to disconnect the abnormal branch based on the fault determination result; The emergency control unit is used to control the remaining normally operating propulsion branches to redistribute the target speed and target torque after the abnormal branch is cut off. The ship controller is used to execute the corresponding fault-tolerant control strategy according to the fault type.

[0006] Preferably, the lithium iron phosphate power battery power supply unit is electrically connected to the left propulsion branch unit and the right propulsion branch unit respectively through a high-voltage power distribution unit; The fault detection unit is communicatively connected to the left propulsion branch unit, the right propulsion branch unit, the lithium iron phosphate power battery power supply unit, and the ship controller, respectively. The fault isolation unit is communicatively connected to the left propulsion branch unit, the right propulsion branch unit, and the ship controller, respectively. The emergency control unit is communicatively connected to the ship controller.

[0007] Preferably, the left propulsion branch unit includes a left drive controller, a left switched reluctance propulsion motor, and a left propeller; The left drive controller is communicatively connected to the left switched reluctance propulsion motor, and the output shaft of the left switched reluctance propulsion motor is connected to the input shaft of the left thruster; The left drive controller is used to receive target speed and target torque commands from the ship's controller or emergency control unit; The left switched reluctance propulsion motor is used as the power actuator of the left propulsion branch unit to convert electrical energy into mechanical energy; The left thruster is used to convert the mechanical rotational torque output by the left switched reluctance propulsion motor into thrust.

[0008] Preferably, the right propulsion branch unit includes a right drive controller, a right switched reluctance propulsion motor, and a right propeller; The right drive controller is communicatively connected to the right switched reluctance propulsion motor, and the output shaft of the right switched reluctance propulsion motor is connected to the input shaft of the right thruster. The right drive controller is used to receive target speed and target torque commands from the ship controller or emergency control unit; The right switched reluctance propulsion motor is used as the power actuator of the right propulsion branch unit to convert electrical energy into mechanical energy; The right thruster is used to convert the mechanical rotational torque output by the right switched reluctance propulsion motor into thrust.

[0009] Preferably, the fault detection unit monitors at least two of the following fault types: abnormal phase current, abnormal bus voltage, abnormal insulation, abnormal speed deviation, abnormal driver fault code, and communication interruption.

[0010] Preferably, the fault detection unit uses a combination of time threshold and amplitude threshold to determine the fault. When the monitored parameter exceeds the preset amplitude threshold and the duration exceeds the preset time threshold, the corresponding fault is determined to have occurred.

[0011] Preferably, when the fault detection unit determines that the fault is recoverable, the ship controller performs a retry recovery operation; when the fault is determined to be unrecoverable, the ship controller controls the fault isolation unit to perform permanent isolation.

[0012] Preferably, the fault-tolerant control strategy executed by the ship controller includes a low-speed maintenance operation strategy, an attitude adjustment strategy, or a return-to-base operation strategy.

[0013] Preferably, the power supply voltage of the lithium iron phosphate power battery unit is 46V to 155V.

[0014] This invention also provides a fault-tolerant propulsion method for a switched reluctance dual-motor electric fishing vessel, comprising the following steps: S1. The fault detection unit monitors the operating status and communication status of the left propulsion branch unit, the right propulsion branch unit, and the lithium iron phosphate power battery power supply unit in real time, and uses a combination of time threshold and amplitude threshold to form a fault judgment result. S2. The ship controller determines the fault type based on the fault determination result. If it is a recoverable fault, it performs a retry recovery. If it is an unrecoverable fault, it controls the fault isolation unit to cut off the abnormal branch. S3. After the abnormal branch is cut off, the emergency control unit controls the remaining normally operating propulsion branch to redistribute the target speed and target torque, and limits the maximum output power of the remaining propulsion branch to 20% to 70% of its rated power. S4. The ship controller executes at least one fault-tolerant control strategy among low-speed maintenance operation, attitude adjustment, or return operation, depending on the fault type and the current state of the ship.

[0015] Compared with the prior art, the present invention, employing the above technical solution, has the following technical effects: I. By employing a joint judgment mechanism of time threshold and amplitude threshold, a fault is confirmed only when both conditions are met simultaneously. This effectively filters out transient interferences such as phase current spikes and bus voltage fluctuations, avoiding false protection triggered by a single transient disturbance and reducing unnecessary shutdowns. After fault determination, the ship's controller immediately distinguishes between recoverable and unrecoverable faults. Unrecoverable faults are isolated by millisecond-level high-voltage circuit disconnection via pre-charge circuit, main contactor, fuse, or electronic disconnect switch. The fault propagation is physically blocked, ensuring that normal branches are not affected and power supply continuity is uninterrupted.

[0016] Second, by coordinating the emergency control unit and the ship's overall controller to enter the fault-tolerant propulsion mode, the remaining branch circuits operate within the range of 20% to 70% of the rated power. This provides the minimum thrust required to maintain maneuverability while avoiding prolonged overload of the remaining motors and drives. It supports various strategies such as low-speed maintenance, attitude adjustment, or return to port, ensuring that the ship's controllability is not lost. The left and right propulsion branches are electrically independent, and the other branch can still be driven independently even if one branch is permanently disconnected. Compared with the single-motor propulsion scheme, the fault tolerance capability is improved from none to operation even if one side fails, significantly improving the continuity of maritime operations. Attached Figure Description

[0017] 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.

[0018] Figure 1 This is a schematic diagram of the system structure of the present invention; Figure 2 This is a fault detection link diagram of the present invention; Figure 3 This is a schematic diagram of the fault isolation unit structure of the present invention; Figure 4 This is the reconfiguration control diagram for the remaining propulsion branch of the present invention; Figure 5 This is a flowchart of the return-to-home mode control of the present invention. Detailed Implementation

[0019] Example Please see Figure 1-5This invention provides a technical solution: a fault-tolerant propulsion system for a switched reluctance dual-motor electric fishing vessel, comprising a left propulsion branch unit, a right propulsion branch unit, a lithium iron phosphate battery power supply unit, a high-voltage power distribution unit, a fault detection unit, a fault isolation unit, an emergency control unit, and a vessel controller. The lithium iron phosphate battery power supply unit is electrically connected to both the left and right propulsion branch units via the high-voltage power distribution unit. The fault detection unit is communicatively connected to the left propulsion branch unit, the right propulsion branch unit, the lithium iron phosphate battery power supply unit, and the vessel controller. The fault isolation unit is communicatively connected to the left propulsion branch unit, the right propulsion branch unit, and the ship controller. The emergency control unit is also communicatively connected to the ship controller. The left propulsion branch unit, right propulsion branch unit, lithium iron phosphate battery power supply unit, high-voltage power distribution unit, fault detection unit, fault isolation unit, emergency control unit, and ship controller are all installed on the fishing vessel. The ship controller, fault detection unit, fault isolation unit, emergency control unit, left / right drive controller, and lithium iron phosphate battery power supply unit communicate via a CAN bus, forming a distributed control network. The CAN 2.0B protocol is used, with a communication rate of 500kbps, and shielded twisted-pair cable is used as the transmission medium. The communication network employs a dual-CAN bus redundant topology. Key control nodes are equipped with dual CAN interfaces, automatically switching to the backup bus in case of a main bus failure. Simultaneously, a hardwired direct control backup link is provided between the ship controller and the fault isolation unit as a redundant channel for the highest priority isolation commands.

[0020] The left propulsion branch unit is used to provide propulsion power to the left side of the fishing vessel. The left propulsion branch unit receives instructions from the whole vessel controller and drives the left switched reluctance propulsion motor to rotate through the left drive controller, thereby driving the left thruster to generate thrust. The left propulsion branch unit includes a left drive controller, a left switched reluctance propulsion motor and a left thruster. The left drive controller is communicatively connected to the left switched reluctance propulsion motor, and the output shaft of the left switched reluctance propulsion motor is connected to the input shaft of the left thruster. The left drive controller receives target speed and target torque commands from the ship's overall controller or emergency control unit; generates the switching sequence required for the switched reluctance motor according to the commands, and drives the left switched reluctance propulsion motor to operate. The left-side switched reluctance propulsion motor is used as the power actuator of the left propulsion branch unit to convert electrical energy into mechanical energy. The rated power of the left-side switched reluctance propulsion motor is preferably 4kW, 6kW, 8kW, 12kW or 24kW. The switched reluctance motor has inherent advantages such as simple structure, low cost, wide speed range, large starting torque and strong fault tolerance, making it particularly suitable for the complex working conditions of fishing vessels.

[0021] The left thruster is used to convert the mechanical rotational torque output by the left switched reluctance propulsion motor into thrust. The left thruster is preferably in the form of a propeller. It generates forward thrust when rotating forward and backward thrust when rotating in reverse. It works with the right thruster to achieve the ship's heading and speed control. The right propulsion branch unit is used to provide right-side propulsion power for the fishing vessel. The right propulsion branch unit receives instructions from the whole vessel controller and drives the right switched reluctance propulsion motor to rotate through the right drive controller, thereby driving the right thruster to generate thrust. The right propulsion branch unit includes a right drive controller, a right switched reluctance propulsion motor, and a right thruster; the right drive controller is communicatively connected to the right switched reluctance propulsion motor, and the output shaft of the right switched reluctance propulsion motor is connected to the input shaft of the right thruster; The right drive controller is used to receive target speed and target torque commands from the ship's controller or emergency control unit; and to generate the switching sequence required for the switched reluctance motor according to the commands, thereby driving the right switched reluctance propulsion motor to operate. The right-hand switched reluctance propulsion motor serves as the power actuator for the right propulsion branch unit, converting electrical energy into mechanical energy. The rated power of the right-hand switched reluctance propulsion motor is preferably 4kW, 6kW, 8kW, 12kW, or 24kW. The right-hand switched reluctance propulsion motor and the right-hand switched reluctance propulsion motor are mechanically mounted on the port and starboard sides of the fishing vessel. The right thruster is used to convert the mechanical rotational torque output by the right switched reluctance propulsion motor into thrust. The right thruster is preferably in the form of a propeller. It generates forward thrust when rotating forward and backward thrust when rotating in reverse. The right thruster is used in conjunction with the right thruster to achieve the heading and speed control of the ship. The lithium iron phosphate power battery power supply unit is used to provide stable DC high-voltage power to the left propulsion branch unit, the right propulsion branch unit and the entire vessel; as the sole or main power source for the entire vessel, the lithium iron phosphate power battery power supply unit stores and outputs DC power, utilizing the high safety and long cycle life characteristics of lithium iron phosphate batteries to adapt to the operating conditions of fishing vessels; the power supply voltage of the lithium iron phosphate power battery power supply unit is 46V~155V.

[0022] The high-voltage power distribution unit is used to distribute, control the on / off state, and isolate branches of high-voltage power; when the fault isolation unit issues a disconnection command, it can quickly disconnect the high-voltage power supply circuit of the abnormal branch. The fault detection unit is used to collect data from the left propulsion branch unit, the right propulsion branch unit, and the lithium iron phosphate power battery power supply unit in real time, and to generate accurate fault judgment results by using a combination of time threshold and amplitude threshold. It also collects parameters such as phase current, bus voltage, insulation resistance, motor speed, driver fault code, and communication signal, and generates accurate fault judgment results by using a combination of time threshold and amplitude threshold. The fault detection unit monitors at least two of the following fault types: abnormal phase current, abnormal bus voltage, abnormal insulation, abnormal speed deviation, abnormal driver fault code, and communication interruption. The fault detection unit uses a combination of time threshold and amplitude threshold to determine the fault. When the monitored parameter exceeds the preset amplitude threshold and the duration exceeds the preset time threshold, the corresponding fault is determined to have occurred. When the fault detection unit determines that the fault is recoverable, the ship controller performs a retry recovery operation. When the fault is determined to be unrecoverable, the ship controller controls the fault isolation unit to perform permanent isolation.

[0023] The fault isolation unit is used to disconnect the abnormal branch according to the fault determination result; to achieve physical or electrical isolation of the fault branch and prevent the fault from spreading. The fault isolation unit controls the operation of the precharge circuit, main contactor, fuse and electronic disconnect switch according to the fault determination result to disconnect the abnormal branch and retain the power supply of the normal branch. The emergency control unit is used to control the remaining normally operating propulsion branches to redistribute the target speed and target torque after the abnormal branch is cut off; according to the emergency strategy set by the ship controller, it recalculates and issues the target speed and target torque, and limits the maximum output power of the remaining branches to 20% to 70% of their rated power to ensure the safe low-speed operation of the fishing vessel; it limits the ship speed and outputs fault prompts to maintain the safe return of the ship until it berths or leaves the danger zone.

[0024] The vessel controller is used to execute corresponding fault-tolerant control strategies according to the fault type. Based on the emergency strategy set by the vessel controller, it recalculates and issues the target speed and target torque, and limits the maximum output power of the remaining branches to 20% to 70% of their rated power to ensure the safe low-speed operation of the fishing vessel. The fault-tolerant control strategies executed by the vessel controller include low-speed maintenance operation strategy, attitude adjustment strategy, or return-to-ship operation strategy.

[0025] Working principle or structural principle: During normal propulsion, the ship's controller generates target speeds and torques for the left and right propulsion branches based on the driving commands, and sends them to the left and right drive controllers respectively. The drive controllers generate the switching sequence required for the switched reluctance motors according to the commands, driving the left and right switched reluctance propulsion motors to rotate, thereby driving their respective propellers. By controlling the forward and reverse rotation and speed difference of the two propellers, the ship's speed and heading can be flexibly controlled. The lithium iron phosphate power battery unit provides 46V~155V DC high-voltage power, which is supplied to the left and right propulsion branches through the high-voltage power distribution unit to ensure the power needs of the entire ship.

[0026] The fault detection unit continuously collects key parameters from the left and right propulsion branches and the battery power unit, including phase current, bus voltage, insulation resistance, motor speed, driver fault codes, and communication signals. Fault determination employs a combined time and amplitude threshold judgment mechanism. When any monitored parameter exceeds a preset amplitude threshold, and the duration of the exceedance reaches a preset time threshold, the corresponding fault is confirmed. This method effectively filters out transient interference and avoids false alarms. Fault types include abnormal phase current, abnormal bus voltage, insulation abnormalities, speed deviation, driver fault codes, and communication interruptions.

[0027] Once a fault is identified, the ship's controller immediately determines whether it is a recoverable or unrecoverable fault. For recoverable faults (such as transient packet loss in communication, short-term overcurrent, etc.), the ship's controller performs a retry recovery operation to attempt to restore the branch to normal. For unrecoverable faults (such as severe short circuit, insulation breakdown, permanent driver failure, etc.), the ship's controller sends an isolation command to the fault isolation unit. The fault isolation unit quickly cuts off the high-voltage power supply circuit of the abnormal branch by controlling the pre-charge circuit, main contactor, fuse, or electronic disconnect switch to achieve physical or electrical isolation, while maintaining the power supply of the normal branch without being affected, thus preventing the fault from spreading. When a propulsion branch is permanently disconnected, the emergency control unit and the ship controller work together to immediately enter the fault-tolerant propulsion mode. According to the preset emergency strategy, the target speed and target torque of the remaining normal branches are recalculated and issued. At the same time, the maximum output power of the remaining branches is limited to 20% to 70% of their rated power. This provides the minimum thrust required to maintain maneuverability while avoiding prolonged overload operation of the remaining motors and drives, ensuring system safety. The ship controller further executes fault-tolerant control strategies such as low-speed maintenance operation, attitude adjustment, or return operation based on the fault type and the current state of the ship. This keeps the ship under controllable low-speed navigation or safe return until it berths or leaves the danger zone, and outputs fault warning information throughout the process.

[0028] This system establishes an integrated fault-tolerant propulsion technology chain encompassing fault detection, isolation, reconfiguration, and return to shore. It reduces the impact of a single propulsion branch failure on overall ship safety, improves the continuity of offshore operations, is suitable for dual-motor independent propulsion scenarios, has a clear structure, is easy to implement in engineering, is compatible with energy management and the ship's overall control system, and facilitates the construction of multi-level safety strategies. This invention also provides a fault-tolerant propulsion method for a switched reluctance dual-motor electric fishing vessel, comprising the following steps: S1. The fault detection unit monitors the operating status and communication status of the left propulsion branch unit, the right propulsion branch unit, and the lithium iron phosphate power battery power supply unit in real time, and uses a combination of time threshold and amplitude threshold to form a fault judgment result. S2. The ship controller determines the fault type based on the fault determination result. If it is a recoverable fault, it performs a retry recovery. If it is an unrecoverable fault, it controls the fault isolation unit to cut off the abnormal branch. S3. After the abnormal branch is cut off, the emergency control unit controls the remaining normally operating propulsion branch to redistribute the target speed and target torque, and limits the maximum output power of the remaining propulsion branch to 20% to 70% of its rated power. S4. The ship controller executes at least one fault-tolerant control strategy among low-speed maintenance operation, attitude adjustment, or return operation, depending on the fault type and the current state of the ship.

[0029] In summary, by employing a joint time threshold and amplitude threshold judgment mechanism, a fault is confirmed only when both conditions are met simultaneously. This effectively filters out transient interferences such as phase current spikes and bus voltage fluctuations, avoiding false protection triggers due to a single transient disturbance, and reducing unnecessary shutdowns. After fault determination, the ship's controller immediately distinguishes between recoverable and unrecoverable faults. Unrecoverable faults are addressed by using a pre-charge circuit, main contactor, fuse, or electronic disconnector to achieve millisecond-level high-voltage circuit disconnection, physically blocking fault propagation and ensuring that normal branches are not affected, maintaining uninterrupted power supply.

[0030] By coordinating with the emergency control unit and the ship's overall controller to enter fault-tolerant propulsion mode, the remaining branches operate within the range of 20% to 70% of rated power. This provides the minimum thrust required to maintain maneuverability while avoiding prolonged overload of the remaining motors and drives. It supports various strategies such as low-speed maintenance, attitude adjustment, or return to port, ensuring that the ship's controllability is not lost. The left and right propulsion branches are electrically independent, and the other branch can still be driven independently even if one branch is permanently disconnected. Compared with the single-motor propulsion scheme, the fault tolerance capability has been improved from none to operation even if one side fails, significantly improving the continuity of maritime operations.

[0031] 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 fault-tolerant propulsion system for a switched reluctance dual-motor electric fishing vessel, characterized in that, It includes a left propulsion branch unit, a right propulsion branch unit, a lithium iron phosphate power battery power supply unit, a high-voltage power distribution unit, a fault detection unit, a fault isolation unit, an emergency control unit, and a ship controller; The left propulsion branch unit is used to provide left-side propulsion power for the fishing vessel; The right propulsion branch unit is used to provide right-side propulsion power for the fishing vessel; The lithium iron phosphate power battery power supply unit is used to provide stable DC high-voltage power to the left propulsion branch unit, the right propulsion branch unit and the entire ship; The high-voltage power distribution unit is used to realize the distribution, on / off control and branch isolation of high-voltage power; The fault detection unit is used to collect data from the left propulsion branch unit, the right propulsion branch unit, and the lithium iron phosphate power battery power supply unit in real time, and to generate accurate fault judgment results by using a combination of time threshold and amplitude threshold. The fault isolation unit is used to disconnect the abnormal branch based on the fault determination result; The emergency control unit is used to control the remaining normally operating propulsion branches to redistribute the target speed and target torque after the abnormal branch is cut off. The ship controller is used to execute the corresponding fault-tolerant control strategy according to the fault type.

2. The fault-tolerant propulsion system for a switched reluctance dual-motor electric fishing vessel according to claim 1, characterized in that, The lithium iron phosphate power battery power supply unit is electrically connected to the left propulsion branch unit and the right propulsion branch unit respectively through the high-voltage power distribution unit; The fault detection unit is communicatively connected to the left propulsion branch unit, the right propulsion branch unit, the lithium iron phosphate power battery power supply unit, and the ship controller, respectively. The fault isolation unit is communicatively connected to the left propulsion branch unit, the right propulsion branch unit, and the ship controller, respectively. The emergency control unit is communicatively connected to the ship controller.

3. The fault-tolerant propulsion system for a switched reluctance dual-motor electric fishing vessel according to claim 1, characterized in that, The left propulsion branch unit includes a left drive controller, a left switched reluctance propulsion motor, and a left propeller; The left drive controller is communicatively connected to the left switched reluctance propulsion motor, and the output shaft of the left switched reluctance propulsion motor is connected to the input shaft of the left thruster; The left drive controller is used to receive target speed and target torque commands from the ship's controller or emergency control unit; The left switched reluctance propulsion motor is used as the power actuator of the left propulsion branch unit to convert electrical energy into mechanical energy; The left thruster is used to convert the mechanical rotational torque output by the left switched reluctance propulsion motor into thrust.

4. The fault-tolerant propulsion system for a switched reluctance dual-motor electric fishing vessel according to claim 1, characterized in that, The right propulsion branch unit includes a right drive controller, a right switched reluctance propulsion motor, and a right propeller; The right drive controller is communicatively connected to the right switched reluctance propulsion motor, and the output shaft of the right switched reluctance propulsion motor is connected to the input shaft of the right thruster. The right drive controller is used to receive target speed and target torque commands from the ship controller or emergency control unit; The right switched reluctance propulsion motor is used as the power actuator of the right propulsion branch unit to convert electrical energy into mechanical energy; The right thruster is used to convert the mechanical rotational torque output by the right switched reluctance propulsion motor into thrust.

5. The fault-tolerant propulsion system for a switched reluctance dual-motor electric fishing vessel according to claim 1, characterized in that, The fault detection unit monitors at least two of the following fault types: abnormal phase current, abnormal bus voltage, abnormal insulation, abnormal speed deviation, abnormal driver fault code, and communication interruption.

6. The fault-tolerant propulsion system for a switched reluctance dual-motor electric fishing vessel according to claim 1, characterized in that, The fault detection unit uses a combined judgment method of time threshold and amplitude threshold to determine the fault. When the monitored parameter exceeds the preset amplitude threshold and the duration exceeds the preset time threshold, the corresponding fault is determined to have occurred.

7. The fault-tolerant propulsion system for a switched reluctance dual-motor electric fishing vessel according to claim 1, characterized in that, When the fault detection unit determines that the fault is recoverable, the ship controller performs a retry recovery operation; when the fault is determined to be unrecoverable, the ship controller controls the fault isolation unit to perform permanent isolation.

8. The fault-tolerant propulsion system for a switched reluctance dual-motor electric fishing vessel according to claim 1, characterized in that, The fault-tolerant control strategies executed by the ship controller include low-speed maintenance operation strategy, attitude adjustment strategy, or return-to-base operation strategy.

9. The fault-tolerant propulsion system for a switched reluctance dual-motor electric fishing vessel according to claim 1, characterized in that, The power supply voltage of the lithium iron phosphate power battery unit is 46V to 155V.

10. A fault-tolerant propulsion method for a switched reluctance dual-motor electric fishing vessel, applied to a fault-tolerant propulsion system of a switched reluctance dual-motor electric fishing vessel, characterized in that, Includes the following steps: S1. The fault detection unit monitors the operating status and communication status of the left propulsion branch unit, the right propulsion branch unit, and the lithium iron phosphate power battery power supply unit in real time, and uses a combination of time threshold and amplitude threshold to form a fault judgment result. S2. The ship controller determines the fault type based on the fault determination result. If it is a recoverable fault, it performs a retry recovery. If it is an unrecoverable fault, it controls the fault isolation unit to cut off the abnormal branch. S3. After the abnormal branch is cut off, the emergency control unit controls the remaining normally operating propulsion branch to redistribute the target speed and target torque, and limits the maximum output power of the remaining propulsion branch to 20% to 70% of its rated power. S4. The ship controller executes at least one fault-tolerant control strategy among low-speed maintenance operation, attitude adjustment, or return operation, depending on the fault type and the current state of the ship.

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