High-horsepower double-engine electric boat power system

Abstract

The utility model relates to the technical field of power systems, in particular to a high-horsepower double-engine electric boat power system which comprises a BCU, an HMI system, a first power unit, a second power unit and a communication system. The BCU, the HMI system, the first power unit and the second 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, and the second power unit comprises a second low-voltage system, a second battery system and a second outboard engine system; the first power unit and the second power unit are symmetrically arranged on a stern board of the ship. According to the utility model, more power can be output than that of a stand-alone system, so that the boat can obtain faster acceleration and higher limit speed, and a user can obtain better driving experience; meanwhile, higher system redundancy is achieved, and when a certain set of battery system or outboard engine system breaks down seriously, a power system capable of running still can guarantee that the boat continues to run safely and returns to a port.

Description

Technical Field

[0001] This patent relates to the technical field of power systems, and particularly to a high-horsepower dual-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 involving inland and offshore vessels is in the technical reserve stage of industrial development, 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 present utility model proposes a high-horsepower dual-machine electric boat power system, including a BCU, an HMI system, a No. 1 power unit, a No. 2 power unit and a communication system; the BCU, the HMI system, the No. 1 power unit, and the No. 2 power unit are 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; the No. 1 power unit and the No. 2 power unit are symmetrically arranged on the stern plate of the boat.

[0004] 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 supplies power to the No. 1 low-voltage electrical appliances of the whole ship; the BCU realizes the low-voltage power-on and power-off control of the major subsystems of No. 1 by controlling the power switches of the battery system, the outboard engine system, and the HMI system in the No. 1 low-voltage distribution box; the BCU communicates with the major subsystems of No. 1 through the No. 1 communication network, obtains the relevant states of the major subsystems of No. 1, and conducts relevant control over the major subsystems of No. 1.

[0005] As another alternative preferred solution: The No. 1 battery system includes the No. 1 high-voltage battery, the No. 1 BMS, the No. 1 high-voltage distribution box, the No. 1 DCDC12, the No. 1 DCDC24, and the 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 status 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 achieve high-voltage power on and off control; the No. 1 DCDC12 receives the BCU control instruction to supply power to the No. 1 tilting 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.

[0006] As another alternative preferred solution: The No. 1 outboard engine system includes the No. 1 propulsion motor, the No. 1 MCUT, the No. 1 steering motor, the No. 1 MCUS, the No. 1 tilting motor, the No. 1 speed reducer, the No. 1 propeller, and the 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 achieve 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 tilting motor is controlled by the BCU to achieve the tilting 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 achieve 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.

[0007] As another alternative preferred solution: The HMI system includes an instrument panel, 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 tilting 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 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 panel displays the status information of the whole ship and the major subsystems to the user;

[0008] As another alternative preferred solution: The No. 2 low-voltage system includes the No. 2 low-voltage battery, the No. 2 low-voltage distribution box, and the No. 2 communication network; the No. 2 low-voltage battery supplies power to 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 each major subsystem of No. 2 through the No. 2 communication network, obtains the relevant status of each major subsystem of No. 2, and conducts relevant control on each major subsystem of No. 2.

[0009] As another alternative preferred solution: The No. 2 battery system includes the No. 2 high-voltage battery, the No. 2 BMS, the No. 2 high-voltage distribution box, the No. 2 DCDC12, the No. 2 DCDC24, and the 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 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 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 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 provide heat dissipation for the No. 2 high-voltage battery, the No. 2 DCDC12, and the No. 2 DCDC24.

[0010] As another alternative preferred solution: The No. 2 outboard engine system includes the No. 2 propulsion motor, the No. 2 MCUT, the No. 2 steering motor, the No. 2 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 is 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 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 lifting motor is controlled by the BCU to realize 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 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 provide heat dissipation for the No. 2 propulsion motor and the No. 2 MCUT.

[0011] The advantages of this patent compared with the prior art are as follows: The dual-machine system of the present utility model provides more power system solutions for boats with a length of 7-12 meters. The dual-machine system can output more power than the single-machine system, enabling the boat to achieve faster acceleration and higher maximum speed, and providing users with a better driving experience. The dual-machine system has higher system redundancy, which can ensure that there is an operable power system to guarantee the safe continuation of the boat's journey and its return to the port in case of a serious failure in a certain battery system or outboard engine system. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] The present invention will be further described below in conjunction with the drawings and embodiments:

[0013] Figure 1 It is a schematic diagram of the overall architecture of the high-horsepower dual-machine electric boat power system according to an embodiment of the present utility model. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0014] The technical solutions of the present invention will be clearly and completely described below in conjunction with 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.

[0015] 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 to 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.

[0016] 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 internal communication of 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 circumstances.

[0017] The following are only the preferred embodiments of the present invention, and the protection scope of the present invention is not limited thereby.

[0018] Embodiment, see Figure 1As shown in the figure: A large-horsepower dual-machine electric boat power system, including a BCU, an HMI system, a No. 1 power unit, a No. 2 power unit, and a communication system; the BCU, HMI system, No. 1 power unit, and No. 2 power unit are 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; the No. 1 power unit and the No. 2 power unit are symmetrically arranged on the stern plate of the boat.

[0019] 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 each major subsystem (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 each major subsystem in the No. 1 through the No. 1 communication network, obtains the relevant states of each major subsystem in the No. 1, and conducts relevant control on each major subsystem in the No. 1.

[0020] The No. 1 battery system includes a No. 1 high-voltage battery, a No. 1 battery management system (hereinafter referred to as BMS for short), a No. 1 high-voltage distribution box, a No. 1 high-voltage DC to 12V DC (hereinafter referred to as DCDC12 for short), a No. 1 high-voltage DC to 24V DC (hereinafter referred to as DCDC24 for short), 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 provide heat dissipation for the No. 1 high-voltage battery, the No. 1 DCDC12, and the No. 1 DCDC24.

[0021] 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 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 a No. 1 high-voltage battery and controlled by the No. 1 MCUT, and outputs propulsion power to the No. 1 speed reducer. The No. 1 MCUT receives 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 achieve the steering of the No. 1 outboard engine, thereby realizing the steering control of the entire ship. The No. 1 MCUS receives control instructions from the BCU to control the No. 1 steering motor. The No. 1 lifting motor is controlled by the BCU to achieve 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 after gear speed change. The No. 1 propeller rotates to generate thrust, realizing the propulsion control of the entire ship. The No. 1 heat dissipation system receives control instructions from the BCU to provide heat dissipation for the No. 1 propulsion motor and the No. 1 MCUT.

[0022] 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 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 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 shutdown of the system. The instrument panel displays the status information of the entire ship and the major subsystems to the user.

[0023] 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 on the entire ship. The BCU realizes the low-voltage power-on and power-off control of the major subsystems (battery system and outboard engine system) in the No. 2 low-voltage distribution box by controlling the power switches. The BCU communicates with the major subsystems in the No. 2 through the No. 2 communication network, obtains the relevant status of the major subsystems in the No. 2, and conducts relevant control over the major subsystems in the No. 2.

[0024] The No. 2 battery system includes the No. 2 high-voltage battery, the No. 2 battery management system (hereinafter referred to as BMS for short), the No. 2 high-voltage distribution box, the No. 2 high-voltage DC to 12V DC (hereinafter referred to as DCDC12 for short), the No. 2 high-voltage DC to 24V DC (hereinafter referred to as DCDC24 for short), 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 power-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.

[0025] The No. 2 outboard engine system includes the No. 2 propulsion motor, the No. 2 propulsion motor controller (hereinafter referred to as MCUT for short), the No. 2 steering motor, the No. 2 steering motor controller (hereinafter referred to as MCUS for short), 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 is 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.

[0026] Obviously, the above-mentioned embodiments of the present invention are only examples for clearly explaining the present invention, and are not intended to limit 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 enumerate all the 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 dual-engine electric boat power system, characterized by: It includes a BCU, an HMI system, a power unit No. 1, a power unit No. 2 and a communication system; the BCU, the HMI system, the power unit No. 1 and the power unit No. 2 are connected through the communication system, the power unit No. 1 includes a low-voltage system No. 1, a battery system No. 1 and an outboard motor system No. 1, and the power unit No. 2 includes a low-voltage system No. 2, a battery system No. 2 and an outboard motor system No. 2; the power unit No. 1 and the power unit No. 2 are symmetrically arranged on the stern of the boat.

2. A high-horsepower dual-engine electric boat power system as claimed in claim 1, characterized in that: The No. 1 low-voltage system includes the No. 1 low-voltage battery, the No. 1 low-voltage distribution box and the No. 1 communication network; the No. 1 low-voltage battery supplies power to the No. 1 low-voltage electrical appliances of the entire ship; the BCU controls the power switches of the battery system, outboard motor system and HMI system in the No. 1 low-voltage distribution box to achieve low-voltage power-on and power-off control of the No. 1 major subsystems; 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.

3. A high-horsepower dual-engine electric boat power system as claimed in claim 2, characterized in that: The No. 1 battery system includes the No. 1 high-voltage battery, the No. 1 BMS, the No. 1 high-voltage distribution box, the No. 1 DCDC12, the No. 1 DCDC24 and the No. 1 cooling 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 status of the No. 1 high-voltage battery to the BCU, and receives the BCU control command to control the No. 1 high-voltage distribution box; the No. 1 high-voltage distribution box receives the control command of the BMS to control the relevant relays to realize the high-voltage power on and off control; the No. 1 DCDC12 receives the BCU control command to power and drive the No. 1 lifting motor and provide the customer with a 12V electrical appliance interface; the No. 1 DCDC24 receives the BCU control command to charge the No. 1 low-voltage battery and provide the customer with a 24V electrical appliance interface; the No. 1 cooling system receives the BCU control command to provide heat dissipation for the No. 1 high-voltage battery, the No. 1 DCDC12 and the No. 1 DCDC24.

4. A high-horsepower dual-engine electric boat power system as claimed in claim 3, characterized in that: The No. 1 outboard motor system includes No. 1 propulsion motor, No. 1 MCUT, No. 1 steering motor, No. 1 MCUS, No. 1 tilting motor, No. 1 reducer, No. 1 propeller and No. 1 cooling system; No. 1 propulsion motor is powered by No. 1 high-voltage battery and controlled by No. 1 MCUT to output propulsion power to No. 1 reducer; No. 1 MCUT receives control instructions from BCU to control No. 1 propulsion motor; No. 1 steering motor is controlled by No. 1 MCUS to achieve the steering of No. 1 outboard motor, thereby achieving the steering control of the entire ship; No. 1 MCUS receives control instructions from BCU to control No. 1 steering motor; No. 1 tilting motor is controlled by BCU to achieve 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.

5. A high-horsepower dual-engine electric boat power system as claimed in claim 1, characterized in that: The HMI system includes instruments, handles, steering wheels, keys and safety ropes; users use the key to start and shut down the entire power system; users use the handle to control the forward and backward propulsion and lifting and lowering of the outboard motor; users use the steering wheel to control the left and right steering of the outboard motor; the safety rope provides safety protection for users, 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 of the entire ship and the status information of each major subsystem to the user.

6. A high-horsepower dual-engine electric boat power system as claimed in claim 1, characterized in that: The No. 2 low-voltage system includes the No. 2 low-voltage battery, the No. 2 low-voltage distribution box and the 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 major subsystems of No. 2 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 major subsystems of No. 2 through the No. 2 communication network, obtains the relevant status of the major subsystems of No. 2, and performs relevant control on the major subsystems of No.

2.

7. A high-horsepower dual-engine electric boat power system as claimed in claim 6, characterized in that: The No. 2 battery system includes the No. 2 high-voltage battery, the No. 2 BMS, the No. 2 high-voltage distribution box, the No. 2 DCDC12, the No. 2 DCDC24 and the No. 2 cooling 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 status of the No. 2 high-voltage battery to the BCU, and receives the BCU control command to control the No. 2 high-voltage distribution box; the No. 2 high-voltage distribution box receives the control command of the BMS to control the relevant relays to realize the high-voltage power on and off control; the No. 2 DCDC12 receives the BCU control command to power and drive the No. 2 lifting motor and provide the customer with a 12V electrical appliance interface; the No. 2 DCDC24 receives the BCU control command to charge the No. 2 low-voltage battery and provide the customer with a 24V electrical appliance interface; the No. 2 cooling system receives the BCU control command to provide heat dissipation for the No. 2 high-voltage battery, the No. 2 DCDC12 and the No. 2 DCDC24.

8. A high-horsepower dual-engine electric boat power system as claimed in claim 7, characterized in that: The No. 2 outboard motor system includes No. 2 propulsion motor, No. 2 MCUT, No. 2 steering motor, No. 2 MCUS, No. 2 tilting motor, No. 2 reducer, No. 2 propeller and No. 2 cooling system; No. 2 propulsion motor is powered by No. 2 high-voltage battery and controlled by No. 2 MCUT to output propulsion power to No. 2 reducer; No. 2 MCUT receives control instructions from 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 control instructions from BCU to control No. 2 steering motor; No. 2 tilting motor is controlled by BCU to realize the tilting 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.

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