High-horsepower three-machine electric boat power system

Abstract

The utility model relates to the technical field of power systems, in particular to a high-horsepower three-machine electric boat power system which comprises a BCU, an HMI system, a first power unit, a second power unit, a third power unit and a communication system. The BCU, the HMI system, the first power unit, the second power unit and the third power unit are connected through the communication system. The first power unit comprises a first low-voltage system, a first battery system and a first outboard engine system, the second power unit comprises a second low-voltage system, a second battery system and a second outboard engine system, and the third power unit comprises a third low-voltage system, a third battery system and a third outboard engine system. The first power unit, the second power unit and the third power unit are arranged on the boat at intervals. According to the system, the ship can obtain faster acceleration and higher limit speed, a user can obtain better driving experience, and meanwhile higher system redundancy is achieved.

Description

Technical Field

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

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

[0003] In order to ensure the safety of personnel and property and put forward higher requirements for water travel safety, the utility model provides a large-horsepower three-machine electric boat power system, which includes a BCU, an HMI system, a No. 1 power unit, a No. 2 power unit, a No. 3 power unit and a communication system; the BCU, the HMI system, the No. 1 power unit, the No. 2 power unit and the No. 3 power unit are all connected through the communication system; the No. 1 power unit includes a No. 1 low-voltage system, a No. 1 battery system and a No. 1 outboard engine system, the No. 2 power unit includes a No. 2 low-voltage system, a No. 2 battery system and a No. 2 outboard engine system, and the No. 3 power unit includes a No. 3 low-voltage system, a No. 3 battery system and a No. 3 outboard engine system; the No. 1 power unit, the No. 2 power unit and the No. 3 power unit are arranged at intervals on the boat.

[0004] As another alternative preferred solution: the HMI system includes an instrument, a handle, a steering wheel, a key and a safety rope; the user starts and shuts down the entire power system through the key; the user controls the forward and backward propulsion and the lifting of the outboard engine through the handle; the user controls the left and right steering of the outboard engine through the steering wheel; the safety rope provides safety protection for the user. The driver connects the safety rope before driving. If the driver accidentally falls into the water during driving, the disconnection of the safety rope will trigger the system to shut down; the instrument displays the status information of the entire ship and each major subsystem to the user.

[0005] As another alternative preferred solution: The No. 1 low-voltage system includes a No. 1 low-voltage battery, a No. 1 low-voltage distribution box, and a No. 1 communication network; the No. 1 low-voltage battery powers the No. 1 low-voltage electrical appliances on the whole ship; the BCU realizes the low-voltage power-on and power-off control of the No. 1 battery system, the No. 1 outboard engine system, and the HMI system by controlling the power switches of the No. 1 battery system, the No. 1 outboard engine system, and the HMI system in the No. 1 low-voltage distribution box; the BCU communicates with each major subsystem of the No. 1 through the No. 1 communication network, obtains the relevant states of each major subsystem of the No. 1, and conducts relevant control on each major subsystem of the No. 1; the No. 1 battery system includes a No. 1 high-voltage battery, a No. 1 BMS, a No. 1 high-voltage distribution box, a No. 1 DCDC12, a No. 1 DCDC24, and a No. 1 heat dissipation system; the No. 1 high-voltage battery provides power for the No. 1 propulsion motor, and provides input for the No. 1 DCDC12 and the No. 1 DCDC24; the No. 1 BMS monitors and manages the No. 1 high-voltage battery, feeds back the relevant states of the No. 1 high-voltage battery to the BCU, and receives the BCU control instruction to control the No. 1 high-voltage distribution box; the No. 1 high-voltage distribution box receives the control instruction of the BMS to control the relevant relays to realize the high-voltage power-on and power-off control; the No. 1 DCDC12 receives the BCU control instruction to supply power to the No. 1 lifting motor and provides a 12V electrical appliance interface for customers; the No. 1 DCDC24 receives the BCU control instruction to charge the No. 1 low-voltage battery and provides a 24V electrical appliance interface for customers; the No. 1 heat dissipation system receives the BCU control instruction to dissipate heat for the No. 1 high-voltage battery, the No. 1 DCDC12, and the No. 1 DCDC24; the No. 1 outboard engine system includes a No. 1 propulsion motor, a No. 1 MCUT, a No. 1 steering motor, a No. 1 MCUS, a No. 1 lifting motor, a No. 1 speed reducer, a No. 1 propeller, and a No. 1 heat dissipation system; the No. 1 propulsion motor is powered by the No. 1 high-voltage battery and is controlled by the No. 1 MCUT, and outputs the propulsion power to the No. 1 speed reducer; the No. 1 MCUT receives the control instruction of the BCU to control the No. 1 propulsion motor; the No. 1 steering motor is controlled by the No. 1 MCUS to realize the steering of the No. 1 outboard engine, thereby realizing the steering control of the whole ship; the No. 1 MCUS receives the control instruction of the BCU to control the No. 1 steering motor; the No. 1 lifting motor is controlled by the BCU to realize the lifting of the No. 1 outboard engine; the No. 1 speed reducer transmits the power of the No. 1 propulsion motor to the No. 1 propeller through gear speed change; the No. 1 propeller rotates to generate thrust to realize the propulsion control of the whole ship; the No. 1 heat dissipation system receives the BCU control instruction to dissipate heat for the No. 1 propulsion motor and the No. 1 MCUT.

[0006] As another alternative preferred solution: the No. 2 low-voltage system includes a No. 2 low-voltage battery, a No. 2 low-voltage distribution box, and a No. 2 communication network; the No. 2 low-voltage battery powers the No. 2 low-voltage electrical appliances on the whole ship; the BCU realizes the low-voltage power-on and power-off control of each major subsystem of No. 2 by controlling the power switches of the No. 2 battery system and the No. 2 outboard engine system in the No. 2 low-voltage distribution box; the BCU communicates with the No. 2 battery system and the No. 2 outboard engine system through the No. 2 communication network, obtains the relevant states of the No. 2 battery system and the No. 2 outboard engine system, and conducts relevant control on each major subsystem of No. 2; the No. 2 battery system includes a No. 2 high-voltage battery, a No. 2 BMS, a No. 2 high-voltage distribution box, a No. 2 DCDC12, a No. 2 DCDC24, and a No. 2 heat dissipation system; the No. 2 high-voltage battery provides power for the No. 2 propulsion motor, and provides input for the No. 2 DCDC12 and the No. 2 DCDC24; the No. 2 BMS monitors and manages the No. 2 high-voltage battery, feeds back the relevant states of the No. 2 high-voltage battery to the BCU, and receives the BCU control instruction to control the No. 2 high-voltage distribution box; the No. 2 high-voltage distribution box receives the control instruction of the BMS to control the relevant relays to realize the high-voltage power-on and power-off control; the No. 2 DCDC12 receives the BCU control instruction to supply power to the No. 2 trimming motor and provides a 12V electrical appliance interface for customers; the No. 2 DCDC24 receives the BCU control instruction to charge the No. 2 low-voltage battery and provides a 24V electrical appliance interface for customers; the No. 2 heat dissipation system receives the BCU control instruction to dissipate heat for the No. 2 high-voltage battery, the No. 2 DCDC12, and the No. 2 DCDC24; the No. 2 outboard engine system includes a No. 2 propulsion motor, a No. 2 MCUT, a No. 2 steering motor, a No. 2 MCUS, a No. 2 trimming motor, a No. 2 speed reducer, a No. 2 propeller, and a No. 2 heat dissipation system; the No. 2 propulsion motor is powered by the No. 2 high-voltage battery and is controlled by the No. 2 MCUT, and outputs the propulsion power to the No. 2 speed reducer; the No. 2 MCUT receives the control instruction of the BCU to control the No. 2 propulsion motor; the No. 2 steering motor is controlled by the No. 2 MCUS to realize the steering of the No. 2 outboard engine, thereby realizing the steering control of the whole ship; the No. 2 MCUS receives the control instruction of the BCU to control the No. 2 steering motor; the No. 2 trimming motor is controlled by the BCU to realize the trimming of the No. 2 outboard engine; the No. 2 speed reducer transmits the power of the No. 2 propulsion motor to the No. 2 propeller through gear speed change; the No. 2 propeller rotates to generate thrust to realize the propulsion control of the whole ship; the No. 2 heat dissipation system receives the BCU control instruction to dissipate heat for the No. 2 propulsion motor and the No. 2 MCUT.

[0007] As another alternative preferred solution: The No. 3 low-voltage system includes a No. 3 low-voltage battery, a No. 3 low-voltage distribution box, and a No. 3 communication network; the No. 3 low-voltage battery powers the No. 3 low-voltage electrical appliances on the whole ship; the BCU realizes the low-voltage power-on and power-off control of the No. 3 battery system and the No. 3 outboard engine system by controlling the power switches of the No. 3 battery system and the No. 3 outboard engine system in the No. 3 low-voltage distribution box; the BCU communicates with the major No. 3 subsystems through the No. 3 communication network, obtains the relevant status of the major No. 3 subsystems, and conducts relevant control over the major No. 3 subsystems; the No. 3 battery system includes a No. 3 high-voltage battery, a No. 3 BMS, a No. 3 high-voltage distribution box, a No. 3 DCDC12, a No. 3 DCDC24, and a No. 3 heat dissipation system; the No. 3 high-voltage battery provides power for the No. 3 propulsion motor and provides input for the No. 3 DCDC12 and the No. 3 DCDC24; the No. 3 BMS monitors and manages the No. 3 high-voltage battery, feeds back the relevant status of the No. 3 high-voltage battery to the BCU, and receives the BCU control instruction to control the No. 3 high-voltage distribution box; the No. 3 high-voltage distribution box receives the control instruction of the BMS to control the relevant relays to realize high-voltage power-on and power-off control; the No. 3 DCDC12 receives the BCU control instruction to supply power to the No. 3 trimming motor and provides a 12V electrical appliance interface for customers; the No. 3 DCDC24 receives the BCU control instruction to charge the No. 3 low-voltage battery and provides a 24V electrical appliance interface for customers; the No. 3 heat dissipation system receives the BCU control instruction to dissipate heat for the No. 3 high-voltage battery, the No. 3 DCDC12, and the No. 3 DCDC24; the No. 3 outboard engine system includes a No. 3 propulsion motor, a No. 3 MCUT, a No. 3 steering motor, a No. 3 MCUS, a No. 3 trimming motor, a No. 3 speed reducer, a No. 3 propeller, and a No. 3 heat dissipation system; the No. 3 propulsion motor is powered by the No. 3 high-voltage battery and is controlled by the No. 3 MCUT, and outputs the propulsion power to the No. 3 speed reducer; the No. 3 MCUT receives the control instruction of the BCU to control the No. 3 propulsion motor; the No. 3 steering motor is controlled by the No. 3 MCUS to realize the steering of the No. 3 outboard engine, thereby realizing the steering control of the whole ship; the No. 3 MCUS receives the control instruction of the BCU to control the No. 3 steering motor; the No. 3 trimming motor is controlled by the BCU to realize the trimming of the No. 3 outboard engine; the No. 3 speed reducer transmits the power of the No. 3 propulsion motor to the No. 3 propeller through gear speed change; the No. 3 propeller rotates to generate thrust to realize the propulsion control of the whole ship; the No. 3 heat dissipation system receives the BCU control instruction to dissipate heat for the No. 3 propulsion motor and the No. 3 MCUT.

[0008] The advantages of this patent compared with the prior art are as follows: The three-machine system of the present utility model provides more power system solutions for boats with a length of 9 - 15 meters. The three-machine system can output more power than the two-machine system, enabling the boat to achieve faster acceleration and higher maximum speed, and providing users with a better driving experience. The three-machine system has a higher system redundancy. When a serious failure occurs in a certain battery system or outboard engine system, there is still an operable power system to ensure the boat can continue to sail safely and return to the port. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The present invention will be further described below with reference to the drawings and embodiments:

[0010] Figure 1 It is a schematic diagram of the overall architecture of the high-horsepower three-machine electric boat power system according to the embodiment of the present utility model. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0011] The technical solutions of the present invention will be clearly and completely described below with reference to the drawings. Apparently, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0012] In the description of the present invention, it should be noted that the orientation or positional relationship indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions.

[0013] In the description of the present invention, it should be noted that unless otherwise clearly defined and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection or a detachable connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0014] The following are only the preferred embodiments of the present invention, and the protection scope of the present invention is not limited thereby.

[0015] Embodiment, see Figure 1As shown: A large-horsepower three-motor electric boat power system, including a BCU, an HMI system, a No. 1 power unit, a No. 2 power unit, a No. 3 power unit, and a communication system; the BCU, the HMI system, the No. 1 power unit, the No. 2 power unit, and the No. 3 power unit are all connected through the communication system; the No. 1 power unit includes a No. 1 low-voltage system, a No. 1 battery system, and a No. 1 outboard engine system, the No. 2 power unit includes a No. 2 low-voltage system, a No. 2 battery system, and a No. 2 outboard engine system, and the No. 3 power unit includes a No. 3 low-voltage system, a No. 3 battery system, and a No. 3 outboard engine system; the No. 1 power unit, the No. 2 power unit, and the No. 3 power unit are arranged at intervals on the boat.

[0016] The No. 1 low-voltage system includes a No. 1 low-voltage battery, a No. 1 low-voltage distribution box, and a No. 1 communication network. The No. 1 low-voltage battery supplies power to the No. 1 low-voltage electrical appliances on the whole boat. The BCU realizes the low-voltage power-on and power-off control of the major subsystems (battery system, outboard engine system, and HMI system) in the No. 1 low-voltage distribution box by controlling the power switches. The BCU communicates with the major subsystems in the No. 1 through the No. 1 communication network, obtains the relevant states of the major subsystems in the No. 1, and conducts relevant control on the major subsystems in the No. 1.

[0017] The No. 1 battery system includes a No. 1 high-voltage battery, a No. 1 battery management system (hereinafter referred to as BMS), a No. 1 high-voltage distribution box, a No. 1 high-voltage DC to 12V DC (hereinafter referred to as DCDC12), a No. 1 high-voltage DC to 24V DC (hereinafter referred to as DCDC24), and a No. 1 heat dissipation system. The No. 1 high-voltage battery provides power for the No. 1 propulsion motor, and provides input for the No. 1 DCDC12 and the No. 1 DCDC24. The No. 1 BMS monitors and manages the No. 1 high-voltage battery, feeds back the relevant states of the No. 1 high-voltage battery to the BCU, and receives the BCU control instruction to control the No. 1 high-voltage distribution box. The No. 1 high-voltage distribution box receives the control instruction of the BMS to control the relevant relays to realize high-voltage power-on and power-off control. The No. 1 DCDC12 receives the BCU control instruction to supply power to the No. 1 lifting motor and provides a 12V electrical appliance interface for customers. The No. 1 DCDC24 receives the BCU control instruction to charge the No. 1 low-voltage battery and provides a 24V electrical appliance interface for customers. The No. 1 heat dissipation system receives the BCU control instruction to dissipate heat for the No. 1 high-voltage battery, the No. 1 DCDC12, and the No. 1 DCDC24.

[0018] The No. 1 outboard engine system includes a No. 1 propulsion motor, a No. 1 propulsion motor controller (hereinafter referred to as MCUT), a No. 1 steering motor, a No. 1 steering motor controller (hereinafter referred to as MCUS), a No. 1 trimming motor, a No. 1 reducer, a No. 1 propeller and a No. 1 heat dissipation system. The No. 1 propulsion motor is powered by the No. 1 high-voltage battery and controlled by the No. 1 MCUT, and outputs propulsion power to the No. 1 reducer. The No. 1 MCUT receives the control instructions from the BCU to control the No. 1 propulsion motor. The No. 1 steering motor is controlled by the No. 1 MCUS to realize the steering of the No. 1 outboard engine, thereby realizing the steering control of the whole ship. The No. 1 MCUS receives the control instructions from the BCU to control the No. 1 steering motor. The No. 1 trimming motor is controlled by the BCU to realize the trimming of the No. 1 outboard engine. The No. 1 reducer transmits the power of the No. 1 propulsion motor to the No. 1 propeller after gear speed change. The No. 1 propeller rotates to generate thrust, realizing the propulsion control of the whole ship. The No. 1 heat dissipation system receives the control instructions from the BCU to provide heat dissipation for the No. 1 propulsion motor and the No. 1 MCUT.

[0019] The HMI system includes an instrument panel, a handle, a steering wheel, a key and a safety lanyard. The user starts and shuts down the entire power system through the key. The user controls the forward and backward propulsion and trimming up and down of the outboard engine through the handle. The user controls the left and right steering of the outboard engine through the steering wheel. The safety lanyard provides safety protection for the user. The driver connects the safety lanyard before driving. If the driver accidentally falls into the water during driving, the disconnection of the safety lanyard will trigger the system to shut down. The instrument panel displays the status information of the whole ship and each major subsystem to the user.

[0020] The No. 2 low-voltage system includes a No. 2 low-voltage battery, a No. 2 low-voltage distribution box and a No. 2 communication network. The No. 2 low-voltage battery supplies power to the No. 2 low-voltage electrical appliances of the whole ship. The BCU realizes the low-voltage power-on and power-off control of each major subsystem (battery system and outboard engine system) in the No. 2 low-voltage distribution box by controlling the power switches. The BCU communicates with each major subsystem in the No. 2 through the No. 2 communication network, obtains the relevant status of each major subsystem in the No. 2, and conducts relevant control on each major subsystem in the No. 2.

[0021] The No. 2 battery system includes the No. 2 high-voltage battery, the No. 2 battery management system (hereinafter referred to as BMS), the No. 2 high-voltage distribution box, the No. 2 high-voltage DC to 12V DC (hereinafter referred to as DCDC12), the No. 2 high-voltage DC to 24V DC (hereinafter referred to as DCDC24), and the No. 2 heat dissipation system. The No. 2 high-voltage battery provides power for the No. 2 propulsion motor and inputs for the No. 2 DCDC12 and the No. 2 DCDC24. The No. 2 BMS monitors and manages the No. 2 high-voltage battery, feeds back the relevant status of the No. 2 high-voltage battery to the BCU, and receives the BCU control instruction to control the No. 2 high-voltage distribution box. The No. 2 high-voltage distribution box receives the control instruction of the BMS to control the relevant relays to achieve high-voltage power on and off control. The No. 2 DCDC12 receives the BCU control instruction to supply power to the No. 2 lifting motor and provides a 12V electrical appliance interface for customers. The No. 2 DCDC24 receives the BCU control instruction to charge the No. 2 low-voltage battery and provides a 24V electrical appliance interface for customers. The No. 2 heat dissipation system receives the BCU control instruction to dissipate heat for the No. 2 high-voltage battery, the No. 2 DCDC12, and the No. 2 DCDC24.

[0022] The No. 2 outboard engine system includes the No. 2 propulsion motor, the No. 2 propulsion motor controller (hereinafter referred to as MCUT), the No. 2 steering motor, the No. 2 steering motor controller (hereinafter referred to as MCUS), the No. 2 lifting motor, the No. 2 reducer, the No. 2 propeller, and the No. 2 heat dissipation system. The No. 2 propulsion motor is powered by the No. 2 high-voltage battery and controlled by the No. 2 MCUT, and outputs the propulsion power to the No. 2 reducer. The No. 2 MCUT receives the control instruction of the BCU to control the No. 2 propulsion motor. The No. 2 steering motor is controlled by the No. 2 MCUS to achieve the steering of the No. 2 outboard engine, thereby realizing the steering control of the whole ship. The No. 2 MCUS receives the control instruction of the BCU to control the No. 2 steering motor. The No. 2 lifting motor is controlled by the BCU to achieve the lifting of the No. 2 outboard engine. The No. 2 reducer transmits the power of the No. 2 propulsion motor to the No. 2 propeller after gear speed change. The No. 2 propeller rotates to generate thrust to achieve the propulsion control of the whole ship. The No. 2 heat dissipation system receives the BCU control instruction to dissipate heat for the No. 2 propulsion motor and the No. 2 MCUT.

[0023] The No. 3 low-voltage system includes the No. 3 low-voltage battery, the No. 3 low-voltage distribution box, and the No. 3 communication network. The No. 3 low-voltage battery supplies power to the No. 3 low-voltage electrical appliances of the whole ship. The BCU realizes the low-voltage power on and off control of the No. 3 major subsystems by controlling the power switches of the major subsystems (battery system and outboard engine system) in the No. 3 low-voltage distribution box. The BCU communicates with the No. 3 major subsystems through the No. 3 communication network, obtains the relevant status of the No. 3 major subsystems, and conducts relevant control on the No. 3 major subsystems.

[0024] The No. 3 battery system includes a No. 3 high-voltage battery, a No. 3 battery management system (hereinafter referred to as BMS), a No. 3 high-voltage distribution box, a No. 3 high-voltage DC to 12V DC (hereinafter referred to as DCDC12), a No. 3 high-voltage DC to 24V DC (hereinafter referred to as DCDC24), and a No. 3 heat dissipation system. The No. 3 high-voltage battery provides power for the No. 3 propulsion motor and inputs for the No. 3 DCDC12 and the No. 3 DCDC24. The No. 3 BMS monitors and manages the No. 3 high-voltage battery, feeds back the relevant status of the No. 3 high-voltage battery to the BCU, and receives the BCU control instruction to control the No. 3 high-voltage distribution box. The No. 3 high-voltage distribution box receives the control instruction of the BMS to control the relevant relays to achieve high-voltage power on and off control. The No. 3 DCDC12 receives the BCU control instruction to supply power to the No. 3 lifting motor and provides a 12V electrical appliance interface for customers. The No. 3 DCDC24 receives the BCU control instruction to charge the No. 3 low-voltage battery and provides a 24V electrical appliance interface for customers. The No. 3 heat dissipation system receives the BCU control instruction to dissipate heat for the No. 3 high-voltage battery, the No. 3 DCDC12, and the No. 3 DCDC24.

[0025] The No. 3 outboard engine system includes a No. 3 propulsion motor, a No. 3 propulsion motor controller (hereinafter referred to as MCUT), a No. 3 steering motor, a No. 3 steering motor controller (hereinafter referred to as MCUS), a No. 3 lifting motor, a No. 3 speed reducer, a No. 3 propeller, and a No. 3 heat dissipation system. The No. 3 propulsion motor is powered by the No. 3 high-voltage battery and is controlled by the No. 3 MCUT, and outputs the propulsion power to the No. 3 speed reducer. The No. 3 MCUT receives the control instruction of the BCU to control the No. 3 propulsion motor. The No. 3 steering motor is controlled by the No. 3 MCUS to achieve the steering of the No. 3 outboard engine, thereby achieving the steering control of the whole ship. The No. 3 MCUS receives the control instruction of the BCU to control the No. 3 steering motor. The No. 3 lifting motor is controlled by the BCU to achieve the lifting of the No. 3 outboard engine. The No. 3 speed reducer transmits the power of the No. 3 propulsion motor to the No. 3 propeller after gear speed change. The No. 3 propeller rotates to generate thrust to achieve the propulsion control of the whole ship. The No. 3 heat dissipation system receives the BCU control instruction to dissipate heat for the No. 3 propulsion motor and the No. 3 MCUT.

[0026] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, rather than limiting the implementation manners of the present invention. For those of ordinary skill in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all implementation manners here. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the claims of the present invention.

Claims

1. A high-horsepower three-engine electric boat power system, characterized by: It includes BCU, HMI system, power unit No. 1, power unit No. 2, power unit No. 3 and communication system; the BCU, HMI system, power unit No. 1, power unit No. 2 and power unit No. 3 are all connected through the communication system; the power unit No. 1 includes low-voltage system No. 1, battery system No. 1 and outboard motor system No. 1, the power unit No. 2 includes low-voltage system No. 2, battery system No. 2 and outboard motor system No. 2, the power unit No. 3 includes low-voltage system No. 3, battery system No. 3 and outboard motor system No. 3; the power unit No. 1, the power unit No. 2 and the power unit No. 3 are arranged at intervals on the boat.

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

3. A high-horsepower three-engine electric boat power system as claimed in claim 1, characterized in that: The No. 1 low-voltage system includes a No. 1 low-voltage battery, a No. 1 low-voltage distribution box and a No. 1 communication network; the No. 1 low-voltage battery supplies power to the No. 1 low-voltage electrical appliance of the entire ship; the BCU controls the power switches of the No. 1 battery system, the No. 1 outboard motor system and the HMI system in the No. 1 low-voltage distribution box to realize the low-voltage power-on and power-off control of the No. 1 battery system, the No. 1 outboard motor system and the HMI system; the BCU communicates with the No. 1 major subsystems through the No. 1 communication network, obtains the relevant status of the No. 1 major subsystems, and performs relevant control on the No. 1 major subsystems; the No. 1 battery system includes a No. 1 high-voltage Battery, No. 1 BMS, No. 1 high-voltage distribution box, No. 1 DCDC12, No. 1 DCDC24 and No. 1 cooling system; No. 1 high-voltage battery provides power for No. 1 propulsion motor and provides input for No. 1 DCDC12 and No. 1 DCDC24; No. 1 BMS monitors and manages No. 1 high-voltage battery, feeds back the relevant status of No. 1 high-voltage battery to BCU, receives BCU control instructions to control No. 1 high-voltage distribution box; No. 1 high-voltage distribution box receives BMS control instructions to control related relays to realize high-voltage power on and off control; No. 1 DCDC12 receives The BCU control command powers the No. 1 lifting motor and provides a 12V electrical appliance interface for the customer. The No. 1 DCDC24 receives the BCU control command to charge the No. 1 low-voltage battery and provides a 24V electrical appliance interface for the customer. The No. 1 cooling system receives the BCU control command to provide cooling for the No. 1 high-voltage battery, No. 1 DCDC12 and No. 1 DCDC24. The No. 1 outboard motor system includes the No. 1 propulsion motor, No. 1 MCUT, No. 1 steering motor, No. 1 MCUS, No. 1 lifting motor, No. 1 reducer, No. 1 propeller and No. 1 cooling system. The No. 1 propulsion motor The engine is powered by No. 1 high-voltage battery and controlled by No. 1 MCUT, which outputs the propulsion power to No. 1 reducer; No. 1 MCUT receives the control command of BCU to control No. 1 propulsion motor; No. 1 steering motor is controlled by No. 1 MCUS to realize the steering of No. 1 outboard motor, thereby realizing the steering control of the whole ship; No. 1 MCUS receives the control command of BCU to control No. 1 steering motor; No. 1 tilting motor is controlled by BCU to realize the tilting of No. 1 outboard motor; No. 1 reducer transmits the power of No. 1 propulsion motor to No. 1 propeller after gear speed change; The No. 1 propeller rotates to generate thrust, realizing the propulsion control of the entire ship; the No. 1 cooling system receives the BCU control command to provide cooling for the No. 1 propulsion motor and No. 1 MCUT.

4. A high-horsepower three-engine electric boat power system as claimed in claim 1, characterized in that: The No. 2 low-voltage system includes a No. 2 low-voltage battery, a No. 2 low-voltage distribution box and a No. 2 communication network; the No. 2 low-voltage battery supplies power to the No. 2 low-voltage electrical appliances of the entire ship; the BCU realizes the low-voltage power-on and power-off control of the No. 2 major subsystems by controlling the power switches of the No. 2 battery system and the No. 2 outboard motor system in the No. 2 low-voltage distribution box; the BCU communicates with the No. 2 battery system and the No. 2 outboard motor system through the No. 2 communication network, obtains the relevant status of the No. 2 battery system and the No. 2 outboard motor system, and performs relevant control on the No. 2 major subsystems; the No. 2 battery system includes a No. 2 high-voltage battery, No. 2 BMS, No. 2 high-voltage distribution box, No. 2 DCDC12, No. 2 DCDC24 and No. 2 cooling system; No. 2 high-voltage battery provides power for No. 2 propulsion motor and provides input for No. 2 DCDC12 and No. 2 DCDC24; No. 2 BMS monitors and manages No. 2 high-voltage battery, feeds back the relevant status of No. 2 high-voltage battery to BCU, receives BCU control instructions to control No. 2 high-voltage distribution box; No. 2 high-voltage distribution box receives BMS control instructions to control related relays to realize high-voltage power on and off control; No. 2 DCDC12 receives BMS control instructions to control related relays to realize high-voltage power on and off control. The U control command powers the No. 2 lifting motor and provides a 12V electrical appliance interface for customers; the No. 2 DCDC24 receives the BCU control command to charge the No. 2 low-voltage battery and provides a 24V electrical appliance interface for customers; the No. 2 cooling system receives the BCU control command to provide cooling for the No. 2 high-voltage battery, No. 2 DCDC12 and No. 2 DCDC24; the No. 2 outboard motor system includes the No. 2 propulsion motor, No. 2 MCUT, No. 2 steering motor, No. 2 MCUS, No. 2 lifting motor, No. 2 reducer, No. 2 propeller and No. 2 cooling system; the No. 2 propulsion motor Powered by No. 2 high-voltage battery and controlled by No. 2 MCUT, the propulsion power is output to No. 2 reducer; No. 2 MCUT receives the control command of BCU to control No. 2 propulsion motor; No. 2 steering motor is controlled by No. 2 MCUS to realize the steering of No. 2 outboard motor, thereby realizing the steering control of the whole ship; No. 2 MCUS receives the control command of BCU to control No. 2 steering motor; No. 2 lifting motor is controlled by BCU to realize the lifting of No. 2 outboard motor; No. 2 reducer transmits the power of No. 2 propulsion motor to No. 2 propeller after gear speed change; The No. 2 propeller rotates to generate thrust, realizing the propulsion control of the entire ship; the No. 2 cooling system receives the BCU control command to provide cooling for the No. 2 propulsion motor and No. 2 MCUT.

5. A high-horsepower three-engine electric boat power system as claimed in claim 1, characterized in that: The No. 3 low-voltage system includes a No. 3 low-voltage battery, a No. 3 low-voltage distribution box and a No. 3 communication network; the No. 3 low-voltage battery supplies power to the No. 3 low-voltage electrical appliances of the entire ship; the BCU controls the power switches of the No. 3 battery system and the No. 3 outboard motor system in the No. 3 low-voltage distribution box to achieve low-voltage power-on and power-off control of the No. 3 battery system and the No. 3 outboard motor system; the BCU communicates with the No. 3 major subsystems through the No. 3 communication network, obtains the relevant status of the No. 3 major subsystems, and performs relevant control on the No. 3 major subsystems; the No. 3 battery system includes a No. 3 high-voltage battery, a No. 3 BMS, No. 3 high-voltage distribution box, No. 3 DCDC12, No. 3 DCDC24 and No. 3 cooling system; No. 3 high-voltage battery provides power for No. 3 propulsion motor and provides input for No. 3 DCDC12 and No. 3 DCDC24; No. 3 BMS monitors and manages No. 3 high-voltage battery, feeds back the relevant status of No. 3 high-voltage battery to BCU, receives control instructions from BCU to control No. 3 high-voltage distribution box; No. 3 high-voltage distribution box receives control instructions from BMS to control related relays to realize high-voltage power on and off control; No. 3 DCDC12 receives control instructions from BCU The No. 3 outboard motor is powered and driven, providing customers with a 12V electrical appliance interface; the No. 3 DCDC24 receives the BCU control command to charge the No. 3 low-voltage battery, providing customers with a 24V electrical appliance interface; the No. 3 cooling system receives the BCU control command to provide cooling for the No. 3 high-voltage battery, No. 3 DCDC12 and No. 3 DCDC24; the No. 3 outboard motor system includes the No. 3 propulsion motor, No. 3 MCUT, No. 3 steering motor, No. 3 MCUS, No. 3 tilting motor, No. 3 reducer, No. 3 propeller and No. 3 cooling system; the No. 3 propulsion motor is composed of 3 The No. 3 high-voltage battery is used to power the No. 3 outboard motor, which is controlled by the No. 3 MCUT, and the propulsion power is output to the No. 3 reducer; the No. 3 MCUT receives the control command of the BCU to control the No. 3 propulsion motor; the No. 3 steering motor is controlled by the No. 3 MCUS to realize the steering of the No. 3 outboard motor, thereby realizing the steering control of the entire ship; the No. 3 MCUS receives the control command of the BCU to control the No. 3 steering motor; the No. 3 tilting motor is controlled by the BCU to realize the tilting of the No. 3 outboard motor; the No. 3 reducer transmits the power of the No. 3 propulsion motor to the No. 3 propeller after gear speed change; The No. 3 propeller rotates to generate thrust, realizing the propulsion control of the entire ship; the No. 3 cooling system receives the BCU control command to provide cooling for the No. 3 propulsion motor and No. 3 MCUT.

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