Safety control system of high-horsepower double-electric outboard engine boat

Abstract

The utility model relates to the technical field of control systems, and particularly discloses a safety control system of a high-horsepower double-electric outboard engine boat, which comprises a battery subsystem, an outboard engine subsystem, a whole boat controller, a control subsystem and a communication subsystem, the battery subsystem comprises a first power battery and a second power battery, the outboard engine subsystem comprises a first outboard engine and a second outboard engine, and the communication subsystem comprises a first CAN network and a second CAN network; the first power battery, the first outboard engine, the whole ship controller and the control subsystem are all connected through the first CAN network, the second power battery, the second outboard engine, the whole ship controller and the control subsystem are all connected through the second CAN network, and the first CAN network and the second CAN network are mutually independent. The first CAN network and the second CAN network are mutually independent, so that the power output of the boat can still be controlled when the first CAN network fails.

Description

Technical Field

[0001] This patent relates to the technical field of control systems, and particularly to a safety control system for a large-horsepower dual-electric outboard motor boat. Background Art

[0002] Under the background of "dual carbon", traffic emission 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 based on inland and offshore ships is in the stage of technical reserves in the early stage of industrial development, and the industrialization market has broad prospects.

[0003] Dual-powered boats usually select high-end outboard motors as power components, and high-end outboard motors usually use electronic control technology. In the electronic control system, the control system transmits control signals to the whole-ship controller through the CAN network for outboard motor control. The network quality of this CAN network will affect the integrity of the control signals, thus affecting the driving safety of the boat.

[0004] Based on the above deficiencies, it is necessary to make improvements. Summary of the Invention

[0005] To ensure the safety of personnel and property and put forward higher requirements for maritime travel safety, the purpose of this patent is to provide a safety control system for a large-horsepower dual-electric outboard motor boat, including a battery subsystem, an outboard motor subsystem, a whole-ship controller, a control subsystem, and a communication subsystem; the battery subsystem includes a first power battery and a second power battery, the outboard motor subsystem includes a first outboard motor and a second outboard motor, and the communication subsystem includes a first CAN network and a second CAN network; the first power battery, the first outboard motor, the whole-ship controller, and the control subsystem are all connected through the first CAN network, the second power battery, the second outboard motor, the whole-ship controller, and the control subsystem are all connected through the second CAN network, and the first CAN network and the second CAN network are independent of each other; the control subsystem includes a mechanical controller, and the mechanical controller transmits control signals to the whole-ship controller, and the whole-ship controller transmits control signals to the battery subsystem and the outboard motor subsystem.

[0006] Another alternative and further optimized solution: the mechanical controller includes a steering wheel and a mechanical handle; or, the mechanical controller includes a steering wheel and a push rod.

[0007] Another alternative and further optimized solution: the control subsystem further includes a touch display screen, the whole-ship controller synchronously backs up the control signals to the touch display screen, and the touch display screen is independent of the mechanical controller.

[0008] Another alternative and further optimized solution: The touch display screen includes a virtual control switch. When the virtual control switch is turned on, the whole-ship controller receives the control signal from the touch display screen; when the virtual control switch is turned off, the touch display screen is only used to display the navigation attitude of the boat and the working state of the outboard motor.

[0009] Another alternative and further optimized solution: The touch display screen includes gear control, speed control, and steering control.

[0010] Another alternative and further optimized solution: The steering control includes left steering control, right steering control, and centering control.

[0011] Another alternative and further optimized solution: The gear control includes forward gear, neutral gear, and reverse gear.

[0012] Another alternative and further optimized solution: The speed control includes acceleration control, deceleration control, speed holding control, and speed maintenance.

[0013] The advantages of this patent compared with the prior art are as follows: The network interface of the control subsystem is redundantly designed, and the functions of the control subsystem are backed up. After a communication failure occurs in the first CAN network, the boat can continue to sail safely, solving the serious system problem that the boat loses control of the outboard motor due to the communication failure of the first CAN network, effectively improving the safety of the boat system, and providing more safety guarantees for sea travel. Brief Description of the Drawings

[0014] The present invention will be further described below with reference to the drawings and embodiments:

[0015] Figure 1 It is a schematic diagram of the overall architecture of the safety control system according to an embodiment of the present invention.

[0016] In the figure: 10 - whole-ship controller; 21 - first power battery; 22 - second power battery; 31 - first outboard motor; 32 - second outboard motor; 41 - mechanical controller; 42 - touch display screen; 51 - first CAN network; 52 - second CAN network. Detailed Embodiments

[0017] The technical solutions of the present invention will be clearly and completely described below with reference to the drawings. Obviously, 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.

[0018] 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. It 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 construed as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions.

[0019] In the description of the present invention, it should be noted that unless otherwise clearly specified and limited, the terms "mounted", "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.

[0020] The following is only a preferred embodiment of the present invention and does not limit the protection scope of the present invention accordingly.

[0021] Embodiment, see Figure 1 As shown: A safety control system for a large-horsepower dual-electric outboard boat includes a battery subsystem, an outboard engine subsystem, a whole-ship controller 10, a control subsystem, and a communication subsystem; the battery subsystem includes a first power battery 21 and a second power battery 22, the outboard engine subsystem includes a first outboard engine 31 and a second outboard engine 32, and the communication subsystem includes a first CAN network 51 and a second CAN network 52; the first power battery 21, the first outboard engine 31, the whole-ship controller 10, and the control subsystem are all connected through the first CAN network 51, the second power battery 22, the second outboard engine 32, the whole-ship controller 10, and the control subsystem are all connected through the second CAN network 52, and the first CAN network 51 and the second CAN network 52 are independent of each other; the control subsystem includes a mechanical controller 41, and the mechanical controller 41 transmits a control signal to the whole-ship controller 10, and the whole-ship controller 10 transmits the control signal to the battery subsystem and the outboard engine subsystem.

[0022] The mechanical controller 41 includes a steering wheel and a mechanical handle; alternatively, the mechanical controller 41 includes a steering wheel and a push rod.

[0023] The control subsystem further includes a touch display screen 42, and the whole-ship controller 10 synchronously backs up the control signal to the touch display screen 42, and the touch display screen 42 is independent of the mechanical controller 41.

[0024] The touch display screen 42 includes virtual control switches. When the virtual control switches are turned on, the whole-ship controller 10 receives the control signals from the touch display screen 42. When the virtual control switches are turned off, the touch display screen 42 is only used to display the navigation attitude of the boat and the working state of the outboard engine.

[0025] The touch display screen 42 includes gear control, speed control, and steering control.

[0026] The steering control includes left steering control, right steering control, and centering control.

[0027] The gear control includes forward gear, neutral gear, and reverse gear.

[0028] The speed control includes acceleration control, deceleration control, and speed holding.

[0029] 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 within the protection scope of the claims of the present invention.

Claims

1. A safety control system for a large-horsepower dual-electric outboard boat, characterized in that: It includes a battery subsystem, an outboard engine subsystem, a whole-ship controller, a control subsystem and a communication subsystem; the battery subsystem includes a first power battery and a second power battery, the outboard engine subsystem includes a first outboard engine and a second outboard engine, and the communication subsystem includes a first CAN network and a second CAN network; the first power battery, the first outboard engine, the whole-ship controller and the control subsystem are all connected through the first CAN network, the second power battery, the second outboard engine, the whole-ship controller and the control subsystem are all connected through the second CAN network, and the first CAN network and the second CAN network are independent of each other; the control subsystem includes a mechanical controller, and the mechanical controller transmits control signals to the whole-ship controller, and the whole-ship controller transmits control signals to the battery subsystem and the outboard engine subsystem.

2. The safety control system according to claim 1, characterized in that: The mechanical controller includes a steering wheel and a mechanical handle; alternatively, the mechanical controller includes a steering wheel and a push rod.

3. The safety control system according to claim 1, wherein: The control subsystem further includes a touch display screen, and the whole-ship controller synchronously backs up the control signals to the touch display screen, and the touch display screen is independent of the mechanical controller.

4. The safety control system according to claim 3, characterized in that: The touch display screen includes virtual control switches. When the virtual control switches are turned on, the whole-ship controller accepts the control signals of the touch display screen; when the virtual control switches are turned off, the touch display screen is only used to display the navigation attitude of the boat and the working state of the outboard engine.

5. The safety control system according to claim 3, characterized in that: The touch display screen includes gear control, speed control and steering control.

6. The safety control system according to claim 5, wherein: The steering control includes left steering control, right steering control and centering control.

7. The safety control system according to claim 5, characterized in that: The gear control includes forward gear, neutral gear and reverse gear.

8. The safety control system according to claim 5, characterized in that: The speed control includes acceleration control, deceleration control, speed holding control and speed holding.

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