Water area propulsion system and fault diagnosis method therefor, device, and storage medium

Abstract

A water area propulsion system and a fault diagnosis method therefor, a device, and a storage medium. The water area propulsion system comprises a plurality of propulsion apparatuses. Each of the propulsion apparatuses is internally provided with a controller, or each of the propulsion apparatuses is externally connected to a controller. The method is applied to a target controller, and the target controller is one of the plurality of controllers. The method comprises: determining a fault device type and a first fault level which correspond to a fault in the water area propulsion system (S101); on the basis of a preset mapping relationship, the fault device type, and the first fault level, determining a second fault level of the fault acting on the water area propulsion system, wherein the mapping relationship comprises corresponding relationships between first fault levels and second fault levels under fault device types (S102); and on the basis of the determined second fault level, generating a fault diagnosis result of the water area propulsion system (S103).

Description

Water area propulsion system and fault diagnosis method, device and storage medium thereof TECHNICAL FIELD

[0001] The present application relates to the field of ship technology, in particular to a water area propulsion system and a fault diagnosis method, device and storage medium thereof. BACKGROUND

[0002] With the development of technology, the ship has developed to have multiple outboard engines. In the process of driving the ship, each outboard engine can output power in the direction controlled by the driver. In order to ensure the safe operation of the ship, it is particularly important to detect the fault of the ship system. In the related art, the fault of the key components is generally detected separately to determine whether the key components have faults. The influence of the fault on the operation of the ship is usually determined by the driver according to professional experience. The professional experience of the driver is uneven and not very reliable.

[0003] SUMMARY

[0004] Therefore, the present application provides a water area propulsion system and a fault diagnosis method, device and storage medium thereof, which can reliably diagnose the fault of the water area propulsion system and improve the safety of the operation of the water area propulsion system.

[0005] In a first aspect, the present application provides a fault diagnosis method of a water area propulsion system. The water area propulsion system includes a plurality of propulsion devices. Each of the propulsion devices is provided with a controller, or each of the propulsion devices is connected with a controller. The method is applied to a target controller, which is one of the plurality of controllers. The method includes the following steps.

[0006] Determining a fault device type and a first fault level corresponding to a fault in the water area propulsion system;

[0007] Determining a second fault level of the fault acting on the water area propulsion system based on a preset mapping relationship, the fault device type and the first fault level, wherein the mapping relationship includes a corresponding relationship between the first fault level and the second fault level under each fault device type;

[0008] Generating a fault diagnosis result of the water area propulsion system according to the determined second fault level.

[0009] In a second aspect, the present application further provides a water area propulsion system. The water area propulsion system includes a memory and a processor.

[0010] The memory is configured to store a computer program.

[0011] The processor is configured to execute the computer program and implement the fault diagnosis method of the water area propulsion system according to the first aspect when executing the computer program.

[0012] In a third aspect, the present application further provides a water area movable device, which comprises the water area propulsion system according to the second aspect.

[0013] In a fourth aspect, the present application further provides a storage medium, which stores a computer program. The computer program, when executed by a processor, causes the processor to implement the fault diagnosis method of the water area propulsion system according to the first aspect.

[0014] The embodiments of the present application provide a water area propulsion system and a fault diagnosis method, device and storage medium thereof. The second fault level of the fault of each device inside the water area propulsion system acting on the water area propulsion system is determined, and the fault diagnosis result of the water area propulsion system is generated based on the second fault level, so that reliable diagnosis of the fault of the water area propulsion system is realized, and the safety of the operation of the water area propulsion system is improved. Moreover, the controller of one of the plurality of propulsion devices is directly responsible for the overall planning of the fault diagnosis, without the need to add an additional controller, so that the accuracy of the fault diagnosis is ensured, and the architecture of the water area propulsion system does not need to be changed.

[0015] It should be understood that the foregoing general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0017] FIG. 1 is a step schematic flow chart of a fault diagnosis method of a water area propulsion system according to an embodiment of the present application;

[0018] FIG. 2 is an architecture schematic diagram of a water area propulsion system;

[0019] FIG. 3 is a step schematic flow chart of another fault diagnosis method of a water area propulsion system according to an embodiment of the present application;

[0020] FIG. 4 is a mode setting interface schematic diagram displayed by a human-computer interaction device according to an embodiment of the present application;

[0021] FIG. 5 is a schematic diagram of prompt information of running limitation according to an embodiment of the present application;

[0022] FIG. 6 is a schematic flow chart of steps of another method for diagnosing faults of a water area propulsion system according to an embodiment of the present application;

[0023] FIG. 7 is a schematic diagram of generation logic of an electrical failure fault of a water area propulsion system under high voltage;

[0024] FIG. 8 is a schematic diagram of generation logic of a water area propulsion system requiring initialization configuration;

[0025] FIG. 9 is a schematic diagram of generation logic of a power motor driver bus under-voltage fault of a water area propulsion system;

[0026] FIG. 10 is a schematic block diagram of a water area propulsion system according to an embodiment of the present application. DETAILED DESCRIPTION

[0027] The technical solutions in the embodiments of the present application will be clearly and completely described with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application.

[0028] The flow charts shown in the drawings are only exemplary and do not necessarily include all the contents and operations / steps, nor do they necessarily have to be executed in the order described. For example, some operations / steps can be further divided, combined or partially merged, so the actual execution order can be changed according to the actual situation.

[0029] It should be understood that the terms used in the specification of the present application are only for the purpose of describing specific embodiments and are not intended to limit the present application. As used in the specification and the appended claims of the present application, unless otherwise clearly indicated by the context, the singular forms "a", "an" and "the" are intended to include the plural forms.

[0030] It should also be understood that the term "and / or" used in the specification and the appended claims of the present application means any combination of one or more of the associated listed items and all possible combinations, and includes these combinations.

[0031] Some embodiments of the present application will be described in detail below with reference to the accompanying drawings. The following embodiments and features in the embodiments can be combined with each other without conflict.

[0032] Please refer to FIG. 1, which is a flow chart of a fault diagnosis method of a water area propulsion system according to an embodiment of the present application. The fault diagnosis method of the water area propulsion system can be applied in a propulsion system or a water area movable device including the propulsion system, and can also be applied in other devices, which are not specifically limited in the present application. The water area movable device includes but is not limited to a ship, a boat, etc.

[0033] As shown in FIG. 1, the fault diagnosis method of the water area propulsion system includes steps S101 to S103.

[0034] S101, determining a fault device type and a first fault level corresponding to a fault in the water area propulsion system.

[0035] The water area propulsion system includes an interactive device group, an energy device group, a power device group, etc. The power device group includes a plurality of propulsion devices, which include but are not limited to an outboard motor, an inboard motor, a pod propeller, a towing motor, etc. Each propulsion device is provided with a controller or is connected with a controller outside the propulsion device. The controller includes but is not limited to an ECU (Electronic Control Unit), which controls the operation of the propulsion device.

[0036] The power device group includes a power assembly, a steering assembly, a lifting assembly, etc. The power assembly includes but is not limited to a power motor and a power motor driver. The steering assembly includes but is not limited to a steering motor and a steering motor driver. The lifting assembly includes but is not limited to a lifting motor, a lifting motor driver, and a hydraulic device.

[0037] The energy device group includes a battery assembly, a DC-DC converter, a rectifier, an inverter, a generator, an MPPT (Maximum Power Point Tracking), etc. The battery assembly includes but is not limited to a battery and a BMS (Battery Management System). The battery includes a storage battery and a power battery, etc. The storage battery is electrically connected with the controller, and is used to supply power to the controller. The storage battery can also supply power to the steering assembly, the lifting assembly, and the interactive device group. The power battery is electrically connected with the power assembly, and is used to supply power to the power assembly.

[0038] The interactive device group includes a throttle adjusting device, a steering adjusting device, a lift adjusting device, and a human-computer interaction device. The throttle adjusting device includes, but is not limited to, a near steering handle and a remote controller. The steering adjusting device includes, but is not limited to, a steering wheel, which is used to control and adjust a steering motor. The lift adjusting device includes, but is not limited to, a lift button, such as a lift button on the throttle adjusting device and a lift button on the body of the propulsion device. The human-computer interaction device includes, but is not limited to, a display screen arranged on a bridge, which is used for a driver to perform a corresponding control operation, control the operation of the water area propulsion system, and display related information of the water area propulsion system, such as the operating parameters of the propulsion device and fault prompt information.

[0039] For example, taking the controller as an ECU, as shown in FIG. 2, the water area propulsion system includes an interactive device group, an energy device group, and a power device group including a plurality of propulsion devices. Each propulsion device includes an ECU and propulsion-related components (power components, steering components, lift components, etc.). The ECUs and propulsion-related components of each propulsion device are connected to a CAN2 bus of the respective propulsion device for data interaction. The ECUs of the propulsion devices and the interactive device group and the energy device group are connected to a CAN1 bus for data interaction.

[0040] During the operation of the water area propulsion system, in order to ensure safe operation, a fault detection process of the water area propulsion system is performed. Based on the detected fault of the water area propulsion system, a fault device type and a first fault level corresponding to the fault are determined.

[0041] For example, the fault of the water area propulsion system includes at least one of a component fault, a hardware port fault, and a state rationality fault. The component fault includes a fault of at least one of a component of the interactive device group, a component of the energy device group, and a component of the power device group, such as a power motor fault and a steering adjusting device fault. The hardware port fault includes, but is not limited to, a hardware input / output port (I / O port) fault. The state rationality fault indicates that the working parameter of at least one of the components of the interactive device group, the energy device group, and the power device group exceeds a preset threshold corresponding to a normal working state, i.e., the components of the water area propulsion system are in an abnormal working state.

[0042] In actual application, multiple state rationality faults with causal correlation may be detected. In some embodiments, if the fault includes multiple state rationality faults with causal correlation, determining the fault device type and the first fault level corresponding to the fault in the water area propulsion system includes: determining a root cause fault from the multiple state rationality faults according to the causal correlation; and determining the fault device type and the first fault level corresponding to the root cause fault.

[0043] For example, assuming that the detected faults include BMS high-voltage power-on failure and power motor driver bus under-voltage, both of which are state rationality faults with causal correlation, the BMS high-voltage power-on failure will cause the power motor driver bus under-voltage, and it is determined that the root cause fault is the BMS high-voltage power-on failure. In this case, only the corresponding fault equipment type and the first fault level are determined according to the BMS high-voltage power-on failure, and the power motor driver bus under-voltage fault does not need to be considered, thereby further improving the processing efficiency.

[0044] In some embodiments, the fault diagnosis method of the water area propulsion system further includes: determining whether each device in the water area propulsion system currently meets a fault detection start condition; wherein at least some of the devices correspond to different fault detection start conditions; if the device meets the detection start condition, the fault detection of the device is started.

[0045] The fault detection start condition can be understood as a prerequisite condition for fault detection. When the prerequisite condition is met, fault detection makes sense, otherwise, false alarm may occur. For example, the fault detection start condition at least includes: the time length after the water area propulsion system startup event is triggered reaches a preset time length; and / or, the battery voltage of the water area propulsion system is within a preset voltage interval.

[0046] For example, the preset time length is set to 1000 ms (milliseconds), and the preset voltage interval is set to 8-16 V (volts). It should be noted that the preset time length and the preset voltage interval can be flexibly set according to actual conditions, which are not specifically limited in the present application.

[0047] For various devices in the water area propulsion system, the corresponding fault detection start conditions are not all the same, and the fault detection start conditions may be different for different devices.

[0048] For example, taking the power motor driver bus over / under voltage fault as an example, the corresponding fault detection start condition includes:

[0049] The time length after the water area propulsion system startup event is triggered reaches 1000 ms;

[0050] The battery voltage is greater than 8 V and less than 16 V;

[0051] The time length after the voltage initialization collection event of the power motor driver bus is triggered reaches 500 ms;

[0052] The time length after the BMS high-voltage start event is triggered reaches 500 ms;

[0053] The duration of the high-voltage interlock loop in the pass state reaches 500 ms.

[0054] That is, only when the above several conditions are met at the same time, the motor drive bus over / under voltage fault detection is performed. Otherwise, the detection of the motor drive bus over / under voltage fault is not performed.

[0055] For example, taking the motor over-temperature fault as an example, the corresponding fault detection starting conditions include:

[0056] The time length after the water area propulsion system startup event is triggered reaches 1000ms;

[0057] The battery voltage is greater than 8v and less than 16v;

[0058] The time length after the motor temperature initialization collection event is triggered reaches 500ms.

[0059] That is, only when the above several conditions are met at the same time, the motor over-temperature fault detection is performed. Otherwise, the detection of the motor over-temperature fault is not performed.

[0060] For example, taking the controller disconnection fault as an example, the corresponding fault detection starting conditions include:

[0061] The time length after the water area propulsion system startup event is triggered reaches 1000ms;

[0062] The battery voltage is greater than 8v and less than 16v;

[0063] The communication bus is not paralyzed within 1000ms.

[0064] That is, only when the above several conditions are met at the same time, the controller disconnection fault detection is performed. Otherwise, the detection of the controller disconnection fault is not performed.

[0065] For example, taking the battery overvoltage as an example, the corresponding fault detection starting conditions include:

[0066] The battery voltage is greater than 8v and less than 16v.

[0067] That is, when the condition is met, the battery overvoltage fault detection can be performed.

[0068] For example, taking the bus shutdown fault of the propulsion system as an example, the corresponding fault detection starting conditions include:

[0069] The time length after the water area propulsion system startup event is triggered reaches 1000ms.

[0070] That is, when the condition is met, the bus shutdown fault detection of the propulsion system can be performed.

[0071] For example, taking the steering motor drive communication loss fault as an example, the corresponding fault detection starting conditions include:

[0072] The time length after the water area propulsion system start-up event trigger reaches 1000 ms;

[0073] The battery voltage is greater than 8V and less than 16V.

[0074] That is, only when the above several conditions are met at the same time, the steering motor driver communication loss fault detection is performed. Otherwise, the detection of the steering motor driver communication loss fault is not performed.

[0075] In some embodiments, one of the plurality of propulsion devices of the water area propulsion system is a master propulsion device, and the others are slave propulsion devices. The controller corresponding to the master propulsion device is taken as a target controller. The controller corresponding to the master propulsion device is taken as an information interaction channel between the plurality of propulsion devices, the interactive device group, and the energy type device group, and is responsible for overall management of the overall operation of the water area propulsion system. Taking the controller corresponding to the master propulsion device as the target controller not only facilitates data collection, but also ensures the integrity of data collection, thereby facilitating the improvement of the accuracy of the fault diagnosis result.

[0076] In other embodiments, for the controllers corresponding to the plurality of propulsion devices of the water area propulsion system, the controller with the optimal processing capability is taken as a target controller based on the processing capability of each controller. For example, the controller with the optimal processing capability is determined according to the bandwidth of the controller, and is taken as the target controller. Generally, the higher the bandwidth, the better the processing capability of the controller.

[0077] In an application scenario, the target controller is the controller of the master propulsion device, and the fault diagnosis method of the water area propulsion system further comprises: receiving the fault information reported by at least one of the non-target controller, the interactive device group, and the energy type device group.

[0078] When the fault detection is performed under the condition that the fault detection start condition is met, the fault information obtained by performing the fault detection on the non-target controller, the interactive device group, and the energy type device group is reported to the target controller, that is, the controller of the master propulsion device. At the same time, the controller of the master propulsion device also obtains the fault information obtained by performing the fault detection on itself.

[0079] Based on the obtained fault information, the controller of the master propulsion device can determine the fault device type and the first fault level corresponding to the fault in the water area propulsion system. The fault device type includes but is not limited to a power motor, a steering motor, a lifting motor, a throttle adjusting device, a steering adjusting device, a lifting adjusting device, a human-computer interaction device, a BMS, a DC-DC converter, a rectifier, an inverter, a generator, an MPPT, etc. The first fault level is determined according to the fault degree of the fault. The more serious the fault degree, the higher the corresponding first fault level.

[0080] In another application scenario, the target controller is a controller of a slave propulsion device, and the fault diagnosis method of the water area propulsion system further comprises: receiving fault information related to at least one of the power equipment group, the interaction equipment group, and the energy equipment group reported by the controller of the master propulsion device.

[0081] After the controller of the master propulsion device obtains the fault information related to the power equipment group, the interaction equipment group, and the energy equipment group, the controller reports the fault information to the target controller (a controller of a slave propulsion device). Based on the obtained fault information, the target controller can determine the fault equipment type and the first fault level corresponding to the fault in the water area propulsion system.

[0082] S102, based on the preset mapping relationship, the fault equipment type, and the first fault level, determine the second fault level of the fault acting on the water area propulsion system, wherein the mapping relationship includes the correspondence between the first fault level and the second fault level under each fault equipment type.

[0083] In some embodiments, the plurality of fault equipment types are divided into a plurality of groups based on the influence degree of each fault equipment type on the propulsion device, and the mapping relationship includes the correspondence between the first fault level and the second fault level under each group.

[0084] For example, the plurality of groups includes a first group, a second group, and a third group, wherein the influence degree of the fault equipment type in the first group on the propulsion device is greater than the influence degree of the fault equipment type in the second group on the propulsion device, and the influence degree of the fault equipment type in the second group on the propulsion device is greater than the influence degree of the fault equipment type in the third group on the propulsion device.

[0085] For example, the fault equipment type in the first group includes at least one of a power component, a throttle adjusting device, and a battery component, which has a great influence on the propulsion device; the fault equipment type in the second group includes at least one of a steering component and a steering adjusting device, which has a general influence on the propulsion device; and the fault equipment type in the third group includes at least one of a lifting component, a lifting adjusting device, a human-computer interaction device, a DC-DC converter, an inverter, a rectifier, a generator, and an MPPT, which has a small influence on the propulsion device.

[0086] For the plurality of groups, the correspondence between the first fault level and the second fault level under different groups is different. For example, the correspondence between the first fault level and the second fault level under the first group is a first mapping relationship, the correspondence between the first fault level and the second fault level under the second group is a second mapping relationship, and the correspondence between the first fault level and the second fault level under the third group is a third mapping relationship.

[0087] For example, the first fault level includes level 1, level 2, and level 3, and the first preset level is set as level 3. In the first mapping relationship, for at least one of the power assembly, the throttle adjusting device, and the battery assembly, if the first fault level is less than level 3, the fault degree is light or general, and the corresponding second fault level is consistent with the first fault level. For example, the first fault level is level 1, and the corresponding second fault level is level 1; the first fault level is level 2, and the corresponding second fault level is level 2. If the first fault level is greater than or equal to level 3, the fault degree is serious, and the corresponding second fault level is higher than the first fault level. For example, the first fault level is level 3, and the corresponding second fault level is level 4.

[0088] For example, the first fault level includes level 1, level 2, and level 3, and the first preset level is set as level 3. In the first mapping relationship, for at least one of the power assembly, the throttle adjusting device, and the battery assembly, if the first fault level is less than level 3, the fault degree is light or general, and the corresponding second fault level is consistent with the first fault level. For example, the first fault level is level 1, and the corresponding second fault level is level 1; the first fault level is level 2, and the corresponding second fault level is level 2. If the first fault level is greater than or equal to level 3, the fault degree is serious, and the corresponding second fault level is higher than the first fault level. For example, the first fault level is level 3, and the corresponding second fault level is level 4.

[0089] For example, the first fault level includes level 1, level 2, and level 3, and the first preset level is set as level 3. In the first mapping relationship, for at least one of the power assembly, the throttle adjusting device, and the battery assembly, if the first fault level is less than level 3, the fault degree is light or general, and the corresponding second fault level is consistent with the first fault level. For example, the first fault level is level 1, and the corresponding second fault level is level 1; the first fault level is level 2, and the corresponding second fault level is level 2. If the first fault level is greater than or equal to level 3, the fault degree is serious, and the corresponding second fault level is higher than the first fault level. For example, the first fault level is level 3, and the corresponding second fault level is level 4.

[0090] For example, the first fault level includes level 1, level 2, and level 3, and the first preset level is set as level 3. In the first mapping relationship, for at least one of the power assembly, the throttle adjusting device, and the battery assembly, if the first fault level is less than level 3, the fault degree is light or general, and the corresponding second fault level is consistent with the first fault level. For example, the first fault level is level 1, and the corresponding second fault level is level 1; the first fault level is level 2, and the corresponding second fault level is level 2. If the first fault level is greater than or equal to level 3, the fault degree is serious, and the corresponding second fault level is higher than the first fault level. For example, the first fault level is level 3, and the corresponding second fault level is level 4.

[0091] For example, the first fault level includes level 1, level 2, and level 3, and the first preset level is set as level 3. In the first mapping relationship, for at least one of the power assembly, the throttle adjusting device, and the battery assembly, if the first fault level is less than level 3, the fault degree is light or general, and the corresponding second fault level is consistent with the first fault level. For example, the first fault level is level 1, and the corresponding second fault level is level 1; the first fault level is level 2, and the corresponding second fault level is level 2. If the first fault level is greater than or equal to level 3, the fault degree is serious, and the corresponding second fault level is higher than the first fault level. For example, the first fault level is level 3, and the corresponding second fault level is level 4.

[0092] For example, the first fault level includes level 1, level 2, and level 3, and the first preset level is set as level 3. In the first mapping relationship, for at least one of the power assembly, the throttle adjusting device, and the battery assembly, if the first fault level is less than level 3, the fault degree is light or general, and the corresponding second fault level is consistent with the first fault level. For example, the first fault level is level 1, and the corresponding second fault level is level 1; the first fault level is level 2, and the corresponding second fault level is level 2. If the first fault level is greater than or equal to level 3, the fault degree is serious, and the corresponding second fault level is higher than the first fault level. For example, the first fault level is level 3, and the corresponding second fault level is level 4.

[0093] In some embodiments, a mapping table of the corresponding relationship between the first fault level and the second fault level under each fault device type is set in advance.

[0094] For example, taking the power equipment group as an example, the mapping relationship between the first fault level and the second fault level under each fault device type is shown in Table 1:

[0095] Table 1

[0096] Taking the interactive device group as an example, the mapping relationship between the first failure level and the second failure level under each failure device type is shown in Table 2:

[0097] Table 2

[0098] Taking the energy device group as an example, the mapping relationship between the first failure level and the second failure level under each failure device type is shown in Table 3:

[0099] Table 3

[0100] After determining the failure device type and the first failure level corresponding to the failure in the water area propulsion system, the second failure level of the failure acting on the water area propulsion system can be determined by querying the preset mapping relationship. For example, if it is determined that the failure device type is a power motor and the first failure level is level 3, then by querying the mapping table 1, it can be determined that the second failure level of the failure acting on the water area propulsion system is level 4.

[0101] In some embodiments, before determining the second failure level of the failure acting on the water area propulsion system based on the preset mapping relationship, the failure device type and the first failure level, the method for diagnosing the failure of the water area propulsion system comprises: judging whether the duration of the failure when it occurs reaches a duration threshold; if the duration threshold is reached, then performing the step of determining the second failure level of the failure acting on the water area propulsion system based on the preset mapping relationship, the failure device type and the first failure level.

[0102] By setting the duration threshold, the operation of determining the second failure level is performed only when the duration of the failure when it occurs reaches the duration threshold, rather than immediately after detecting the failure. This avoids the situation that the failure diagnosis is wrong due to possible false detection of the failure, thereby further ensuring the reliability of the failure diagnosis.

[0103] Illustratively, for various failures that may occur in the water area propulsion system, the duration thresholds corresponding to various failures are not all the same, and at least part of the duration thresholds corresponding to different failures are different. By setting corresponding appropriate duration thresholds for different failures, not only can the situation that the failure diagnosis is wrong due to inappropriate duration thresholds (such as too short duration thresholds) that may cause false detection of the failure be avoided, but also the situation that the detection of the failure is too long due to too long duration thresholds, thereby affecting the efficiency of the failure diagnosis, can be avoided.

[0104] It should be noted that the duration threshold can be flexibly set according to actual conditions, which is not specifically limited in the present application.

[0105] For example, the first fault level corresponding to a fault of the power motor is level 1, and after the fault lasts for a set time threshold, the mapped second fault level is level 1; the first fault level corresponding to a fault (for example, MOS (Metal-Oxide-Semiconductor Field-Effect Transistor) general degree over-temperature, power motor driver bus general degree over / under voltage, MOS temperature sensor fault, motor temperature sensor fault, etc.) of the power motor is level 2, and after the fault lasts for a set time threshold, the mapped second fault level is level 2; the first fault level corresponding to a fault (for example, MOS severe over-temperature, phase current sensor fault, etc.) of the power motor is level 3, and after the fault lasts for a set time threshold, the mapped second fault level is level 4.

[0106] For example, the first fault level corresponding to a fault (for example, steering pwm (pulse width modulation) sampling anomaly, steering angle sensor fault, etc.) of the steering motor is level 1, and after the fault lasts for a set time threshold, the mapped second fault level is level 1; the first fault level corresponding to a fault (for example, motor temperature sensor fault, etc.) of the steering motor is level 2, and after the fault lasts for a set time threshold, the mapped second fault level is level 2; the first fault level corresponding to a fault (for example, MOS severe over-temperature, motor severe over-temperature, etc.) of the steering motor is level 3, and after the fault lasts for a set time threshold, the mapped second fault level is level 3.

[0107] For example, the first fault level corresponding to a fault (MOS general over-temperature, MOS severe over-temperature, etc.) of the lifting motor is any level, and after the fault lasts for a set time threshold, the mapped second fault level is level 1.

[0108] For example, the first fault level corresponding to a fault (for example, power limit mode switching failure prompt, etc.) of the throttle adjusting device is level 1, and after the fault lasts for a set time threshold, the mapped second fault level is level 1; the first fault level corresponding to a fault of the throttle adjusting device is level 2, and after the fault lasts for a set time threshold, the mapped second fault level is level 2; the first fault level corresponding to a fault (for example, throttle angle detection sensor fault) of the throttle adjusting device is level 3, and after the fault lasts for a set time threshold, the mapped second fault level is level 4.

[0109] For example, the first failure level corresponding to a failure of the steering adjustment device (e.g., angle out of sync alarm, etc.) is level 1, and the second failure level mapped after the failure has lasted for a set duration threshold is level 1.

[0110] For example, the first failure level corresponding to a failure of the steering adjustment device (e.g., angle out of sync alarm, etc.) is level 1, and the second failure level mapped after the failure has lasted for a set duration threshold is level 1.

[0111] For example, the first failure level corresponding to a failure of the steering adjustment device (e.g., angle out of sync alarm, etc.) is level 1, and the second failure level mapped after the failure has lasted for a set duration threshold is level 1.

[0112] For example, the first failure level corresponding to a failure of the BMS (e.g., over-temperature alarm level 1, etc.) is level 1, and the second failure level mapped after the failure has lasted for a set duration threshold is level 1; the first failure level corresponding to a failure of the BMS (e.g., over-temperature alarm level 2, etc.) is level 2, and the second failure level mapped after the failure has lasted for a set duration threshold is level 2; the first failure level corresponding to a failure of the BMS (e.g., over-temperature alarm level 3, etc.) is level 3, and the second failure level mapped after the failure has lasted for a set duration threshold is level 4.

[0113] For example, the first failure level corresponding to a failure of the steering adjustment device (e.g., angle out of sync alarm, etc.) is level 1, and the second failure level mapped after the failure has lasted for a set duration threshold is level 1.

[0114] For example, the first failure level corresponding to a failure of the steering adjustment device (e.g., angle out of sync alarm, etc.) is level 1, and the second failure level mapped after the failure has lasted for a set duration threshold is level 1.

[0115] For example, the first failure level corresponding to a failure of the steering adjustment device (e.g., angle out of sync alarm, etc.) is level 1, and the second failure level mapped after the failure has lasted for a set duration threshold is level 1.

[0116] For example, the first failure level corresponding to a failure of the steering adjustment device (e.g., angle out of sync alarm, etc.) is level 1, and the second failure level mapped after the failure has lasted for a set duration threshold is level 1.

[0117] For example, the MPPT generates any first failure level, and after the failure is generated for a set duration threshold, the mapped second failure level is all level 1.

[0118] S103, generating a failure diagnosis result of the water area propulsion system according to the determined second failure level.

[0119] After the second failure level is determined, a failure diagnosis result of the water area propulsion system is generated according to the second failure level. For example, after the failure diagnosis result of the water area propulsion system is generated, the failure diagnosis result is output, so that the user can learn about the failure condition and then timely perform corresponding processing to ensure the safety of the water area propulsion system.

[0120] In some embodiments, according to the determined second failure level, the failure diagnosis result of the water area propulsion system is generated, including: if the failure includes multiple, according to the multiple second failure levels corresponding to the multiple failures, generating the failure diagnosis result.

[0121] In actual application, multiple failures of the water area propulsion system can be detected, and for each failure, the corresponding multiple second failure levels are determined through the foregoing operation, and the failure diagnosis result is generated based on the multiple second failure levels, and the failure diagnosis result can include information of the multiple second failure levels.

[0122] In some embodiments, according to the multiple second failure levels corresponding to the multiple failures, the failure diagnosis result is generated, including: determining the highest level in the multiple second failure levels as the failure diagnosis result.

[0123] The second failure level reflects the influence degree of the failure on the propulsion device, and for the case that multiple second failure levels correspond to multiple failures, the highest level in the multiple second failure levels can be determined as the failure diagnosis result. For example, if one second failure level is determined as level 1 and another second failure level is determined as level 3, the second failure level of level 3 is determined as the failure diagnosis result. Thus, the corresponding failure processing is performed based on the failure diagnosis result of the second failure level of level 3.

[0124] In this application, by determining the second failure level of the failure of each device in the water area propulsion system on the water area propulsion system, the failure diagnosis result of the water area propulsion system is generated, which realizes reliable diagnosis of the failure of the water area propulsion system, and thus improves the safety of the water area propulsion system. Moreover, the controller of one of the multiple propulsion devices is directly responsible for the overall planning of the failure diagnosis, without the need to add an additional controller, which can guarantee the accuracy of the failure diagnosis and does not need to change the architecture of the water area propulsion system.

[0125] In some embodiments, as shown in FIG. 3, the method further includes steps S104 and S105.

[0126] S104, determine the safety control strategy corresponding to the final fault level according to the final fault level indicated by the fault diagnosis result and the preset correspondence between the fault level and the safety control strategy; wherein different fault levels correspond to different safety control strategies;

[0127] S105, control the running state of the water area propulsion system according to the safety control strategy.

[0128] In order to more intelligently cope with the fault condition of the water area propulsion system, the correspondence between the fault level and the safety control strategy is set in advance, and in the correspondence, different fault levels correspond to different safety control strategies.

[0129] For example, in the correspondence between the fault level and the safety control strategy, the higher the fault level, the lower the running permission of the water area propulsion system corresponding to the safety control strategy.

[0130] For example, the fault level includes level 1, level 2, level 3, and level 4. In the correspondence between the fault level and the safety control strategy, the fault level is level 1, indicating that the fault has little impact, and the safety control strategy corresponds to the normal operation of the water area propulsion system; the fault level is level 2, indicating that the fault has some impact, and the safety control strategy corresponds to the reduced power operation of the water area propulsion system; the fault level is level 3, indicating that the fault has a deep impact, and the safety control strategy corresponds to the limp mode limited power operation of the water area propulsion system; the fault level is level 4, indicating that the fault has a large impact, and the safety control strategy corresponds to the shutdown of the water area propulsion system.

[0131] In some embodiments, the safety control strategy includes a first type of strategy and a second type of strategy, wherein the first type of strategy includes limiting the power of at least one of the plurality of propulsion devices of the water area propulsion system, and the second type of strategy includes allowing the plurality of propulsion devices to normally output power. The fault level is greater than the first level, and the corresponding safety control strategy is the first type of strategy; the fault level is less than or equal to the first level, and the corresponding safety control strategy is the second type of strategy.

[0132] When the final fault level is obtained based on the fault diagnosis result of the water area propulsion system, such as determining the second fault level, the correspondence between the fault level and the safety control strategy is queried to determine the safety control strategy corresponding to the final fault level. If the final fault level is greater than the first level, it is determined that the safety control strategy is the first type of strategy, and the power of at least one of the plurality of propulsion devices is limited based on the first type of strategy. If the final fault level is less than or equal to the first level, it is determined that the safety control strategy is the second type of strategy, and the plurality of propulsion devices are allowed to normally output power based on the second type of strategy.

[0133] For example, the first level is level 1, if the final failure level is level 1, the plurality of propulsion devices are allowed to output normal power based on the second type of strategy. If the final failure level is greater than level 1, the power of at least one of the plurality of propulsion devices is limited based on the first type of strategy.

[0134] For example, the failure prompt information is also output, such as displaying the failure prompt information on the display interface of the human-computer interaction device, so that the user knows the failure condition, thereby further ensuring the safety of operation. After the failure is eliminated, for example, after the time length of the failure elimination reaches the set time length, the failure prompt information is deleted on the display interface of the human-computer interaction device.

[0135] For example, the first type of strategy includes a plurality of sub-strategies, different failure levels correspond to different sub-strategies, and the higher the failure level, the lower the operation permission of the water area propulsion system corresponding to the sub-strategy.

[0136] For the case where the final failure level is the second level, in some embodiments, according to the safety control strategy, the operation state of the water area propulsion system is controlled, including: if the final failure level is caused by the failure of the propulsion device, the power of the failure propulsion device is controlled to be ramped down to the limit power.

[0137] For example, the second level is level 2, if the power motor / steering motor of a certain propulsion device fails, and the corresponding first failure level is level 2, based on the mapping relationship as shown in Table 1, the final failure level (second failure level) is determined to be level 2. The final failure level of level 2 is caused by the failure of the propulsion device, and since the interactive device group, the energy device group, etc. are normal, the non-failure propulsion device can continue to operate normally, therefore, only the power of the failure propulsion device needs to be controlled to be ramped down to the limit power, and the power motor output power of the failure propulsion device is ramped down to the limit power, thereby ensuring safe operation.

[0138] For the case where the final failure level is the second level, in some embodiments, the method further includes: after the failure of the failure propulsion device is eliminated, if the gears of all throttle adjusting devices return to the N gear (Neutral, Neutral), the failure propulsion device is allowed to output normal power.

[0139] When the failure of the failure propulsion device is eliminated, if the gears of all throttle adjusting devices return to the N gear, at this time, the failure propulsion device after the failure is eliminated is allowed to output normal power, that is, the power motor of the current non-failure or level 1 failure propulsion device is allowed to output normal power. The throttle adjusting device is controlled by the user, and the gears of all throttle adjusting devices need to be controlled by the user to return to the N gear before the failure propulsion device is allowed to output normal power, so that the user can be aware of the failure elimination condition of the failure propulsion device, thereby avoiding the user from mistakenly thinking that the failure propulsion device suddenly abnormally operates.

[0140] For the case that the final failure level is the second level, in some embodiments, according to the safety control strategy, the running state of the water area propulsion system is controlled, and further comprising: if the final failure level is not caused by the failure of the propulsion device, then the power of all propulsion devices is controlled to gradually decrease to the limit power.

[0141] For example, if the throttle adjustment device / steering adjustment device fails, and the corresponding first failure level is level 2, based on the mapping relationship as shown in Table 2, the final failure level (second failure level) is determined to be level 2. Since the final failure level of level 2 is not caused by the failure of the propulsion device, such as the failure of the throttle adjustment device, at this time, the throttle adjustment device can not be reliably controlled by the user, and if multiple propulsion devices still normally respond to the instructions of the throttle adjustment device and normally output power, a safety accident can occur. In the embodiment, the power of all propulsion devices is directly controlled to gradually decrease to the limit power, that is, the power motor output power of all propulsion devices is gradually decreased to the limit power, which can reduce the probability of safety accidents and ensure the safety of operation as much as possible.

[0142] For the case that the final failure level is the third level, in some embodiments, according to the safety control strategy, the running state of the water area propulsion system is controlled, and further comprising: if the final failure level is caused by the failure of the propulsion device, then the power of all propulsion devices is controlled to gradually decrease to zero; after the gear of all throttle adjustment devices returns to the N gear, the failed propulsion device is controlled to operate within the limit power, and the non-failed propulsion device normally outputs power.

[0143] For example, the third level is level 3, if the steering motor of a certain propulsion device fails, and the corresponding first failure level is level 3, based on the mapping relationship as shown in Table 1, the final failure level (second failure level) is determined to be level 3. The final failure level of level 3 is caused by the failure of the propulsion device, at this time, the safety risk of the water area propulsion system continues to run is high, therefore, the power of all propulsion devices is controlled to gradually decrease to zero to avoid the risk of operation. After the gear of all throttle adjustment devices returns to the N gear, since the interactive device group, the energy device group, etc. are normal, the non-failed propulsion device can continue to operate normally, therefore, after the gear of all throttle adjustment devices returns to the N gear, only the failed propulsion device is controlled to operate within the limit power, and the non-failed propulsion device normally outputs power to ensure safe operation. In the embodiment, after the gear of all throttle adjustment devices returns to the N gear, the failed propulsion device is allowed to operate within the limit power. Since the throttle adjustment device is controlled by the user, through the operation of returning the throttle adjustment device to zero, the user can be aware of the failure.

[0144] For the case that the final failure level is the third level, in some embodiments, according to the safety control strategy, the operation state of the water area propulsion system is controlled, and further comprising: after the gear of all throttle adjusting devices returns to the N gear, the steering assembly of the failure propulsion device is controlled to be disabled, and the steering assembly of the non-failure propulsion device is controlled to be normally used.

[0145] For example, if the final failure level of the third level is caused by the failure of one or more propulsion devices, from Table 1 to Table 3, it can be seen that the failure of the final failure level is caused by the third failure of the steering motor. At this time, the steering motor of the failure propulsion device cannot normally operate. Therefore, during the operation of the failure propulsion device within the limited power, the steering assembly of the failure propulsion device needs to be controlled to be disabled, so as to avoid the situation that the power motor of the failure propulsion device operates and may cause the failure propulsion device to steer in confusion. The non-failure propulsion device can normally output power, and the steering assembly of the non-failure propulsion device can be normally used to ensure that the water area movable equipment installed with the water area propulsion system can normally steer, advance or retreat.

[0146] For example, after the gear of all throttle adjusting devices returns to the N gear, the steering assembly function limitation notification of the failure propulsion device is output, such as displaying the steering assembly function limitation notification on the display interface of the human-computer interaction device, after receiving the user's confirmation of the steering assembly function limitation notification, the failure propulsion device is controlled to operate within the limited power, and the steering assembly of the failure propulsion device is controlled to be disabled.

[0147] For the case that the final failure level is the third level and the final failure level is caused by the failure of one or more propulsion devices, in some embodiments, after the gear of all throttle adjusting devices returns to the N gear, the water area propulsion system is allowed to enter the manual steering mode, in the manual steering mode, the steering assembly of the failure propulsion device is allowed to be manually pushed by the user, and at this time all propulsion devices are prohibited to output power; after exiting the manual steering mode, the failure propulsion device is allowed to operate within the limited power, and the non-failure propulsion device normally outputs power, but the steering function of the failure propulsion device is disabled.

[0148] For example, after the gear of all throttle adjusting devices returns to the N gear, the manual steering mode control can be displayed on the mode setting interface of the human-computer interaction device, for example, as shown in FIG. 4, the user can start the manual steering mode control, and the water area propulsion system enters the manual steering mode. In the manual steering mode, the steering assembly of the failure propulsion device is allowed to operate, and the user can manually adjust the steering of the failure propulsion device. At the same time, all propulsion devices are prohibited to output power to avoid operation risks. After exiting the manual steering mode, the failure propulsion device is allowed to operate within the limited power and the steering assembly of the failure propulsion device is disabled, the non-failure propulsion device normally outputs power, and the steering assembly of the non-failure propulsion device is normally used.

[0149] For the case that the final failure level is the third level, in some embodiments, after the failure of the failure propulsion device is eliminated, if the gears of all throttle adjusting devices return to the N gear, the failure propulsion device is allowed to normally output power.

[0150] For example, after the failure of the failure propulsion device that causes the final failure level of the third level is eliminated, if the gears of all throttle adjusting devices return to the N gear, the failure propulsion device after the failure is eliminated is allowed to normally output power. In addition, the steering assembly of the failure propulsion device after the failure is eliminated is allowed to be normally used. After the user controls all throttle adjusting devices to return to zero, the failure propulsion device after the failure is eliminated is allowed to normally run, which can make the user aware of the elimination of the failure of the failure propulsion device, and avoid the user mistakenly thinking that the failure propulsion device suddenly abnormally runs.

[0151] For the case that the final failure level is the third level, in some embodiments, according to the safety control strategy, the running state of the water area propulsion system is controlled, and further includes: if the final failure level is not caused by the failure of the propulsion device, the power of all propulsion devices is controlled to be slowly reduced to zero; after the gears of all throttle adjusting devices return to the N gear, all propulsion devices are controlled to run within the limited power.

[0152] For example, if the steering adjusting device fails and the corresponding first failure level is the third level, based on the mapping relationship shown in Table 2, it is determined that the final failure level (the second failure level) is the third level, which is not caused by the failure of the propulsion device. Since the steering adjusting device fails, the steering command cannot be normally issued, that is, the steering of the propulsion device cannot be normally adjusted. At this time, if the water area propulsion system continues to normally affect the command of the steering adjusting device to run, a safety accident may occur. Therefore, the power of all propulsion devices is controlled to be slowly reduced to zero to avoid the risk of running. After the gears of all throttle adjusting devices return to the N gear, unlike the processing mode corresponding to the case that the final failure level of the third level is caused by the failure of the propulsion device, since the steering adjusting device fails, the steering of the propulsion device cannot be normally adjusted. At this time, all propulsion devices are controlled to run within the limited power, that is, the non-failure propulsion device runs within the limited power, so as to avoid the safety accident and ensure the safety of running.

[0153] For the case that the final failure level is the fourth level, in some embodiments, according to the safety control strategy, the running state of the water area propulsion system is controlled, and includes: if the final failure level is caused by the failure of the propulsion device, the power of all propulsion devices is controlled to be slowly reduced to zero; after the gears of all throttle adjusting devices return to the N gear, the non-failure propulsion device is controlled to normally output power, and the failure propulsion device is prohibited to output power.

[0154] For example, if the power motor of a propulsion device fails and the corresponding first failure level is level 3, based on the mapping relationship shown in Table 1, the final failure level (second failure level) is determined to be level 4, which is caused by the failure of the propulsion device. At this time, the safety risk of the water area propulsion system continuing to run is higher than that of the final failure level of level 3, so the power of all propulsion devices is controlled to gradually decrease to zero to avoid the risk of running. After the gear of all throttle adjusting devices returns to N, since the interactive device group, the energy device group, etc. are normal, the non-failed propulsion device can continue to run normally, so after the gear of all throttle adjusting devices returns to N, the normal output power of the non-failed propulsion device is controlled, and the output power of the failed propulsion device is prohibited to ensure safe operation.

[0155] When the failure of the failed propulsion device is eliminated, if the gear of all throttle adjusting devices returns to N, at this time, the normal output power of the failed propulsion device after the failure is eliminated is allowed. If there is still a failed propulsion device causing the final failure level of level 4 that has not been eliminated, the failed propulsion device is controlled to prohibit the output power.

[0156] For the case where the final failure level is the fourth level, in some embodiments, according to the safety control strategy, the running state of the water area propulsion system is controlled, including: if the final failure level is not caused by the failure of the propulsion device, the power of all propulsion devices is controlled to gradually decrease to zero; after the gear of all throttle adjusting devices returns to N, all propulsion devices are controlled to run within the limit power.

[0157] For example, if the throttle adjusting device / BMS fails and the corresponding first failure level is level 3, based on the mapping relationship shown in Table 2 / 3, the final failure level (second failure level) is determined to be level 4, which is not caused by the failure of the propulsion device, such as the failure of the throttle adjusting device. At this time, the user cannot normally control the throttle adjusting device to control the running of the water area propulsion system. In order to avoid safety accidents that may occur when the water area propulsion system continues to run, the power of all propulsion devices is controlled to gradually decrease to zero to avoid the risk of running. After the gear of all throttle adjusting devices returns to N, the processing method corresponding to the case where the final failure level of level 4 is caused by the failure of the propulsion device is different. Because the throttle adjusting device fails, it cannot be guaranteed that the non-failed propulsion device can continue to run normally, so in order to avoid safety accidents, all propulsion devices are controlled to run within the limit power to ensure safe operation.

[0158] For example, after the gear of all throttle adjusting devices returns to N, as shown in FIG. 5, the display interface of the man-machine interaction device displays the prompt information of limited operation such as "all propulsion devices operate within the limited power!" After the user sees the prompt information, the user can click the "confirm" control on the interface, and after receiving the confirmation instruction, the control of all propulsion devices within the limited power is controlled to ensure the safety of operation.

[0159] For example, after the gear of all throttle adjusting devices returns to N, as shown in FIG. 5, the display interface of the man-machine interaction device displays the prompt information of limited operation such as "all propulsion devices operate within the limited power!" After the user sees the prompt information, the user can click the "confirm" control on the interface, and after receiving the confirmation instruction, the control of all propulsion devices within the limited power is controlled to ensure the safety of operation.

[0160] Further, since the throttle adjusting device cannot normally output the throttle command, at this time, in order to enable the propulsion device to continue to operate to support the water area movable equipment to return to the shore, the man-machine interaction device can be used as a temporary throttle adjusting device. The user can set the throttle on the display interface of the man-machine interaction device so that all propulsion devices respond to the throttle command output by the man-machine interaction device within the limited power.

[0161] In this application, based on the correspondence between the fault level and the safety control strategy, the safety control strategy corresponding to the final fault level of the water area propulsion system is determined. Different fault levels correspond to different safety control strategies. For example, the safety control strategy corresponding to the water area propulsion system is normal operation when the fault level is low; the safety control strategy corresponding to the water area propulsion system is limited power operation when the fault level is medium; and the safety control strategy corresponding to the water area propulsion system is shutdown when the fault level is high. According to the safety control strategy corresponding to the final fault level of the water area propulsion system, the running state of the water area propulsion system is controlled. The higher the final fault level, the more serious the fault, and the lower the running permission of the water area propulsion system, thereby avoiding safety accidents. Therefore, the reliability of the water area propulsion system fault handling is improved, and the safety of the water area propulsion system operation is further improved.

[0162] In some embodiments, as shown in FIG. 6, the method further includes steps S106 and S107.

[0163] S106, when the generated fault information of the water area propulsion system includes a plurality of fault information of the same type, determining the fault information with the highest priority from the plurality of fault information of the same type;

[0164] S107, outputting the fault prompt information corresponding to the fault information with the highest priority.

[0165] In actual applications, the fault information generated by the water area propulsion system for fault detection can include multiple fault information of the same type. For example, the controller of the main propulsion device, the controller of the slave propulsion device, and the related parts all perform fault detection to obtain multiple fault information of the same type. If multiple fault information of the same type is directly presented to the user, the user's concerns can be increased, the experience can be poor, and even the safety control measures taken by the user for the fault can be affected.

[0166] In order to more reasonably perform fault prompting, when the fault information generated by the water area propulsion system includes multiple fault information of the same type, the multiple fault information of the same type is first compared and analyzed to determine the fault information with the highest priority. Then only the fault prompt information corresponding to the fault information with the highest priority is output, for example, the fault prompt information is displayed on the display interface of the human-computer interaction device, so as to reasonably display the fault. In this way, the user's concerns can be reduced, the pilot can quickly locate the fault cause according to the fault prompt information, and the corresponding safety control measures can be taken to ensure the safety of the pilot and the water area propulsion system.

[0167] In some embodiments, determining the fault information with the highest priority from the multiple fault information of the same type includes: if the multiple fault information of the same type includes fault information generated by the controller of the main propulsion device, determining the fault information generated by the controller of the main propulsion device as the fault information with the highest priority; wherein one of the multiple propulsion devices is the main propulsion device, and the others are slave propulsion devices.

[0168] If the controller of the main propulsion device, the controller of the slave propulsion device, and / or the parts generate multiple fault information of the same type, in this case, the fault information generated by the controller of the main propulsion device is determined as the fault information with the highest priority, and the fault prompt information corresponding to the fault information generated by the controller of the main propulsion device is output.

[0169] For example, the water area propulsion system includes a first voltage loop, the first voltage loop includes a battery (such as a 12V battery) and the controllers of the multiple propulsion devices, and the battery is electrically connected with the controllers of the multiple propulsion devices. The fault corresponding to the multiple fault information of the same type includes a first voltage loop fault. The first voltage loop fault includes but is not limited to a battery voltage too high fault, a battery voltage too low fault, etc.

[0170] For example, if the controller of the main propulsion device and the controller of the slave propulsion device both generate fault information corresponding to the 12V battery voltage too high fault, the fault prompt information is output according to the fault information corresponding to the 12V battery voltage too high fault generated by the controller of the main propulsion device.

[0171] For example, if the controller of the main propulsion device and the controller of the slave propulsion device both generate the fault information corresponding to the 12V battery voltage too high fault, the fault prompt information is output according to the fault information corresponding to the 12V battery voltage too high fault generated by the controller of the main propulsion device.

[0172] For example, if the controller of the main propulsion device and the controller of the slave propulsion device both generate the fault information corresponding to the 12V battery voltage too low fault, the fault prompt information is output according to the fault information corresponding to the 12V battery voltage too low fault generated by the controller of the main propulsion device.

[0173] For example, if the controller of the main propulsion device and the component both generate the fault information corresponding to the 12V battery voltage too low fault, the fault prompt information is output according to the fault information corresponding to the 12V battery voltage too low fault generated by the controller of the main propulsion device.

[0174] For example, if the controller of the main propulsion device and the controller of the slave propulsion device both generate the fault information corresponding to the communication link fault, the fault prompt information is output according to the fault information corresponding to the communication link fault generated by the controller of the main propulsion device.

[0175] For example, if the controller of the main propulsion device and the controller of the slave propulsion device both generate the fault information corresponding to the communication link fault, the fault prompt information is output according to the fault information corresponding to the communication link fault generated by the controller of the main propulsion device.

[0176] It can be understood that in the water area propulsion system of the present application, the battery is electrically connected with the controller of the propulsion device, and the controller is electrically connected with the components such as the steering motor driver and the lifting motor driver. The electric energy of the battery is first transmitted to the controller, and then transmitted to the components such as the steering motor driver and the lifting motor driver through the controller. For the 12V battery voltage too low fault, considering that line loss and other reasons may cause the components to detect the 12V battery voltage too low fault, while the controller detects that the voltage of the battery is in the normal working interval, therefore, the detection result of the controller is more accurate. Similarly, for the 12V battery voltage too high fault, considering that the controller will detect the 12V battery voltage too high fault earlier than other modules due to line loss and other reasons, therefore, the detection result of the controller is also more accurate. Therefore, for the first voltage loop fault, the first voltage loop fault detected by the controller is output. The controller of the main propulsion device is responsible for the operation management of the water area propulsion system, and the battery supplies power to the controllers of the multiple propulsion devices. When multiple controllers detect the 12V battery voltage too low / high fault, the first voltage loop fault detected by the main propulsion device can be directly output, which is sufficient to prompt the user to perform the corresponding fault handling measures.

[0177] Exemplarily, the water area propulsion system comprises a second voltage loop, the second voltage loop comprising a power battery and power assemblies in a plurality of propulsion devices, the power battery being electrically connected with the plurality of power assemblies. The plurality of same-type fault information corresponds to a power-off failure fault of the second voltage loop, i.e., a high-voltage power-off failure fault.

[0178] As shown in FIG. 7, the high-voltage power-off failure of the water area propulsion system can be caused by the following scenarios:

[0179] 1. When the high-voltage power-off instruction is valid, the BMS does not complete the high-voltage power-off operation within a certain time (e.g., 1.5 s), for example, one of the total positive relay and the total negative relay of the power battery is in a closed state.

[0180] 2. When the active discharge instruction is valid, the power motor driver does not complete the active discharge operation within a certain time (e.g., 3 s), for example, the bus voltage of the power motor driver does not drop below a voltage threshold (e.g., 10 V).

[0181] For example, if the master controller of the master propulsion device and the slave controller of the slave propulsion device both generate fault information corresponding to the high-voltage power-off failure fault, according to the fault information corresponding to the high-voltage power-off failure fault generated by the master controller of the master propulsion device, the fault prompt information is output.

[0182] It can be understood that the power assemblies of the plurality of propulsion devices are powered by the same power battery. Therefore, when the high-voltage power-off failure fault is detected, only the high-voltage power-off failure fault detected by the master controller of the master propulsion device can be output, which is sufficient to prompt the user to perform the corresponding processing measures.

[0183] Exemplarily, as shown in FIG. 8, when the water area propulsion system generates some device position configuration conflict faults, initialization configuration needs to be performed, and the device position configuration conflict faults include but are not limited to propulsion device position conflict faults, BMS position conflict faults, throttle adjustment device position conflict faults, and steering adjustment device position conflict faults.

[0184] For example, when the propulsion device position configuration conflict fault occurs, according to the fault information corresponding to the propulsion device position configuration conflict fault, the fault prompt information that initialization configuration needs to be performed is output, prompting the user to perform the initialization configuration operation.

[0185] In some embodiments, determining the fault information with the highest priority from the plurality of same-type fault information comprises: determining the fault information as the root cause fault information from the plurality of same-type fault information as the fault information with the highest priority.

[0186] In actual applications, multiple fault information of the same type can be causally related. In this case, the fault information of the root cause is determined as the fault information with the highest priority, and the fault prompt information is output according to the root cause fault information. In this way, the user only needs to solve the root cause fault, and other associated faults can be eliminated at the same time.

[0187] For example, the power battery in the second voltage loop includes a BMS, the power assembly includes a power motor driver, and the power assemblies of the plurality of propulsion devices are powered by the same power battery. The faults corresponding to the plurality of fault information of the same type include an under-voltage fault of the second voltage loop. When the BMS, the controller, and the power motor driver simultaneously generate fault information of the under-voltage fault of the second voltage loop, the fault information of the under-voltage fault of the second voltage loop generated by the BMS is the root cause fault information. In this case, the fault information generated by the BMS is determined as the fault information with the highest priority, and the fault prompt information is output according to the fault information of the under-voltage fault of the second voltage loop generated by the BMS.

[0188] For example, taking the under-voltage fault of the second voltage loop as the under-voltage fault of the bus of the power motor driver, as shown in FIG. 9, the under-voltage fault of the bus of the power motor driver can be caused by the following scenarios:

[0189] 1. The BMS generates any open circuit output fault, and the BMS generates fault information of “BMS open circuit output fault”.

[0190] 2. When the high-voltage raising instruction is valid, the BMS does not complete the high-voltage raising operation within a certain time period (such as 1.5 seconds), for example, one of the total positive relay and the total negative relay of the power battery is in an open state, and the controller generates fault information of “high-voltage raising failure”.

[0191] 3. The power motor high-voltage loop abnormally under-voltage, and the power motor driver generates fault information of “serious under-voltage of the bus of the power motor driver”.

[0192] If the three fault information of BMS open circuit output fault, high-voltage raising failure, and serious under-voltage of the bus of the power motor driver are generated at the same time, since the fault information of the BMS open circuit output fault is the root cause fault information, the fault information of the BMS open circuit output fault is determined as the fault information with the highest priority, and the fault prompt information is output according to the fault information of the BMS open circuit output fault.

[0193] In some embodiments, when the interactive device group, the controller, and the power motor driver of the water area propulsion system simultaneously generate fault information of system emergency stop fault, the fault information generated by the interactive device group is determined as the fault information with the highest priority. In this case, the fault prompt information is output according to the fault information generated by the interactive device group.

[0194] For example, the interactive device group includes a safety switch, normally the magnetic element of the safety switch is magnetically attracted to the switch installation position to be in an active state, and is pulled on the user, assuming that the user has an abnormal situation such as falling into the water, the magnetic element is pulled off from the switch installation position with the movement of the user, the safety switch becomes a non-active state, and the interactive device group generates corresponding fault information. When the safety switch changes from the active state to the non-active state, the controller and the motor driver also generate fault information of the system emergency stop fault at the same time. In this case, the fault information generated by the interactive device group is taken as the fault information with the highest priority, and the fault prompt information is output.

[0195] In some embodiments, the method further comprises: outputting the fault prompt information corresponding to the single fault information when the water area propulsion system generates the single fault information.

[0196] For example, if the controller of the single propulsion device generates fault information corresponding to the 12v battery voltage too high fault, the fault prompt information is output according to the fault information generated by the controller of the single propulsion device corresponding to the 12v battery voltage too high fault.

[0197] For example, if the controller of the single propulsion device generates fault information corresponding to the 12v battery voltage too low fault, the fault prompt information is output according to the fault information generated by the controller of the single propulsion device corresponding to the 12v battery voltage too low fault.

[0198] For example, if only the spare part generates fault information corresponding to the 12v battery voltage too high fault, the fault prompt information is output according to the fault information generated by the spare part corresponding to the 12v battery voltage too high fault.

[0199] For example, if only the spare part generates fault information corresponding to the 12v battery voltage too low fault, the fault prompt information is output according to the fault information generated by the spare part corresponding to the 12v battery voltage too low fault.

[0200] For example, if the controller of the single propulsion device generates fault information corresponding to the communication link fault, the fault prompt information is output according to the fault information generated by the controller of the single propulsion device corresponding to the communication link fault.

[0201] For example, if only the spare part generates fault information corresponding to the communication link fault, the fault prompt information is output according to the fault information generated by the spare part corresponding to the communication link fault.

[0202] In the present application, when the fault information generated by the water area propulsion system during fault detection includes multiple fault information of the same type, the fault information with the highest priority is determined, and the fault prompt information corresponding to the fault information with the highest priority is output, so that more reasonable fault prompting is realized, the intelligence of prompting the fault of the water area propulsion system is improved, and the user experience is improved.

[0203] Referring to FIG. 10, FIG. 10 is a schematic block diagram of a water area propulsion system according to an embodiment of the present application. As shown in FIG. 10, the water area propulsion system 1000 includes a processor 100 and a memory 200. The water area propulsion system 1000 further includes the aforementioned plurality of propulsion devices.

[0204] The processor 100 can be a micro-controller unit (MCU), a central processing unit (CPU), or a digital signal processor (DSP), etc. The memory 200 can be a flash chip, a read-only memory (ROM) disk, an optical disk, a U disk, or a mobile hard disk, etc. The memory 200 stores various computer programs for execution by the processor 100.

[0205] The processor 100 is configured to run the computer programs stored in the memory 200, and when executing the computer programs, perform the fault diagnosis method of the water area propulsion system according to any of the embodiments of the present application. Therefore, the beneficial effects of the fault diagnosis method of the water area propulsion system according to the embodiments of the present application can be achieved. Details are described in the foregoing embodiments, and will not be described here.

[0206] The embodiments of the present application also provide a water area movable device, which includes but is not limited to a ship, a boat, etc.

[0207] For example, the water area movable device includes a water area propulsion system, which can be the water area propulsion system 1000 shown in FIG. 10. Therefore, the water area movable device can achieve the beneficial effects of the fault diagnosis method of the water area propulsion system according to the embodiments of the present application. Details are described in the foregoing embodiments, and will not be described here.

[0208] The embodiments of the present application also provide a computer readable storage medium, which stores a computer program. When the computer program is executed by a processor, the steps of the fault diagnosis method of the water area propulsion system according to any of the embodiments described above are implemented.

[0209] The computer readable storage medium can be an internal storage unit of the water propulsion system or the water movable device, such as a hard disk or a memory of the water propulsion system or the water movable device. The computer readable storage medium can also be an external storage device of the water propulsion system or the water movable device, such as a plug-in hard disk, a smart media card (SMC), a secure digital card (SD Card), a flash card, and the like.

[0210] The computer program stored in the storage medium can execute the fault diagnosis method of any water propulsion system provided by the embodiments of the present application, thus achieving the beneficial effects of the fault diagnosis method of any water propulsion system provided by the embodiments of the present application. Details are described in the foregoing embodiments, which will not be repeated here.

[0211] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited to this. Any person skilled in the art can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present application, and these modifications or replacements should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A fault diagnosis method for a water propulsion system, characterized in that, The water propulsion system includes multiple propulsion devices, each propulsion device having a built-in controller, or each propulsion device having an external controller. The method is applied to a target controller, which is one of the multiple controllers. The method includes: Determine the faulty equipment type and first fault level corresponding to the fault in the water propulsion system; Based on a preset mapping relationship, the faulty equipment type, and the first fault level, a second fault level is determined for the fault acting on the water propulsion system, wherein the mapping relationship includes the correspondence between the first fault level and the second fault level under each faulty equipment type. Based on the determined second fault level, a fault diagnosis result for the water propulsion system is generated.

2. The method according to claim 1, characterized in that, In the mapping relationship, multiple faulty equipment types are divided into multiple groups based on the degree of influence of each faulty equipment type on the propulsion device. The mapping relationship includes the correspondence between the first fault level and the second fault level under each group.

3. The method according to claim 2, characterized in that, The multiple groups include a first group, a second group, and a third group. The impact of the faulty equipment type in the first group on the propulsion device is greater than that in the second group, and the impact of the faulty equipment type in the second group on the propulsion device is greater than that in the third group.

4. The method according to claim 3, characterized in that, The faulty equipment types in the first group include at least one of the power assembly, throttle adjustment device, and battery assembly; the faulty equipment types in the second group include at least one of the steering assembly and steering adjustment device; and the faulty equipment types in the third group include at least one of the tilting assembly, tilting adjustment device, human-machine interface device, DC-DC converter, inverter, rectifier, generator, and solar controller.

5. The method according to claim 3, characterized in that, In the mapping relationship, the correspondence between the first fault level and the second fault level under the first group is the first mapping relationship, the correspondence between the first fault level and the second fault level under the second group is the second mapping relationship, and the correspondence between the first fault level and the second fault level under the third group is the third mapping relationship.

6. The method according to claim 5, characterized in that, In the first mapping relationship, for cases where the first fault level is less than the first preset level, the second fault level is the same as the first fault level. When the first fault level is greater than or equal to the first preset level, the second fault level is higher than the first fault level.

7. The method according to claim 6, characterized in that, The first fault level includes level 1, level 2, and level 3, and the first preset level is level 3; in the first mapping relationship, the first fault level is level 1, the second fault level is level 1; the first fault level is level 2, the second fault level is level 2; the first fault level is level 3, the second fault level is level 4.

8. The method according to claim 5, characterized in that, In the second mapping relationship, the second fault level is consistent with the first fault level.

9. The method according to claim 8, characterized in that, The first fault level includes level 1, level 2, and level 3; in the second mapping relationship, the first fault level is level 1, the second fault level is level 1; the first fault level is level 2, the second fault level is level 2; the first fault level is level 3, the second fault level is level 3.

10. The method according to claim 5, characterized in that, In the third mapping relationship, the second fault level is the second preset level.

11. The method according to claim 10, characterized in that, The first fault level includes level 1, level 2, and level 3, and the second preset level is level 1; if the first fault level is level 1, level 2, or level 3, the second fault level is always level 1.

12. The method according to claim 1, characterized in that, The method, prior to determining the second fault level affecting the water propulsion system based on a preset mapping relationship, the faulty equipment type, and the first fault level, includes: Determine whether the duration of the fault has reached a duration threshold; If the duration threshold is reached, then the process based on the preset mapping relationship, the faulty device type, and the first fault level is executed. The steps for determining the second fault level of the fault acting on the water propulsion system.

13. The method according to claim 12, characterized in that, At least some of the faults have different duration thresholds.

14. The method according to claim 1, characterized in that, The step of generating a fault diagnosis result for the water propulsion system based on the determined second fault level includes: If there are multiple faults, then the fault diagnosis result is generated based on the multiple second fault levels corresponding to the multiple faults.

15. The method according to claim 14, characterized in that, The step of generating the fault diagnosis result based on multiple second fault levels corresponding to multiple faults includes: The highest level among the plurality of second fault levels is determined as the fault diagnosis result.

16. The method according to claim 1, characterized in that, The fault includes at least one of component fault, hardware port fault, and state rationality fault, and the first fault level is determined according to the degree of the fault.

17. The method according to claim 16, characterized in that, The water propulsion system includes an interactive device group, an energy device group, and a power device group, wherein the power device group includes the plurality of propulsion devices; the component failure includes a failure of at least one component among the components of the interactive device group, the energy device group, and the power device group; the hardware port failure includes a hardware input / output port failure; the state rationality failure indicates that the operating parameters of at least one component among the components of the interactive device group, the energy device group, and the power device group exceed a preset threshold corresponding to the normal operating state.

18. The method according to claim 17, characterized in that, If the fault includes multiple state-reasonable faults with causal correlation, then determining the faulty equipment type and first fault level corresponding to the fault in the water propulsion system includes: The root cause fault is determined from the plurality of state rationality faults based on the causal relationship; Determine the faulty device type and first fault level corresponding to the root cause fault.

19. The method according to claim 1, characterized in that, The target controller is the controller corresponding to the main propulsion device, wherein one of the plurality of propulsion devices is the main propulsion device, and the others are slave propulsion devices; or The target controller is the controller with the best processing capability among the multiple controllers.

20. The method according to claim 19, characterized in that, The water propulsion system includes an interactive equipment group, an energy equipment group, and a power equipment group, wherein the power equipment group includes the plurality of propulsion devices; When the target controller is the controller of the main propulsion device, the method further includes: Receive fault information reported by at least one of the non-target controller, the interactive device group, and the energy device group.

21. The method according to claim 19, characterized in that, The water propulsion system includes an interactive equipment group, an energy equipment group, and a power equipment group, wherein the power equipment group includes the plurality of propulsion devices; When the target controller is the controller of the propulsion device, the method further includes: The system receives fault information reported by the controller of the main propulsion device that is related to at least one of the power equipment group, the interaction equipment group, and the energy equipment group.

22. The method according to claim 1, characterized in that, The method further includes: Determine whether each device in the water propulsion system currently meets the fault detection activation conditions; wherein, at least some devices correspond to different fault detection activation conditions; If the device meets the detection start conditions, then the fault detection of the device will be started.

23. The method according to claim 22, characterized in that, The fault detection activation conditions include at least the following: The duration after the water propulsion system's power-on event is triggered reaches a preset duration; and / or The battery voltage of the water propulsion system is within a preset voltage range, and the battery supplies power to the controller.

24. The method according to claim 1, characterized in that, The method further includes: Based on the final fault level indicated by the fault diagnosis results and the preset correspondence between fault levels and safety control strategies, a safety control strategy corresponding to the final fault level is determined; wherein, different fault levels correspond to different safety control strategies. The operating status of the water propulsion system is controlled according to the safety control strategy.

25. The method according to claim 24, characterized in that, The higher the fault level, the lower the operating authority of the water propulsion system corresponding to the safety control strategy.

26. The method according to claim 25, characterized in that, If the final fault level is greater than the first level, then the safety control strategy is a first type of strategy, which includes limiting the power of at least one of the plurality of propulsion devices; If the final fault level is less than or equal to the first level, then the safety control strategy is a second type of strategy, which includes allowing the plurality of propulsion devices to output power normally.

27. The method according to claim 26, characterized in that, The first type of strategy includes multiple sub-strategies. The higher the fault level, the lower the operating authority of the water propulsion system corresponding to the sub-strategy.

28. The method according to claim 27, characterized in that, The final failure level is level two. Controlling the operating status of the water propulsion system according to the safety control strategy includes: If the final failure level is caused by a failure in the propulsion device, the power of the failed propulsion device is gradually reduced to a limited power.

29. The method according to claim 28, characterized in that, The step of controlling the operating state of the water propulsion system according to the safety control strategy further includes: If the final failure level is not caused by a failure in the propulsion device, then control the power of all propulsion devices to be gradually reduced to the limit power.

30. The method according to claim 28, characterized in that, The water propulsion system also includes a throttle adjustment device, and the method further includes: After the fault in the propulsion device is cleared, if all throttle adjustment devices return to neutral (N) gear, the propulsion device is allowed to output power normally.

31. The method according to claim 27, characterized in that, The final failure level is level three. The water propulsion system also includes a throttle adjustment device. Controlling the operating state of the water propulsion system according to the safety control strategy includes: If the final failure level is caused by a failure of the propulsion device, then control the power of all propulsion devices to be gradually reduced to zero; After all throttle adjustment devices are returned to neutral (N), the faulty propulsion device operates within the power limit, while the non-faulty propulsion device outputs power normally.

32. The method according to claim 31, characterized in that, The step of controlling the operating state of the water propulsion system according to the safety control strategy further includes: If the final failure level is not caused by a failure of the propulsion device, then control the power of all propulsion devices to be gradually reduced to zero; After all throttle adjustment devices are returned to neutral (N), control all propulsion devices to operate within the power limit.

33. The method according to claim 31, characterized in that, Each of the propulsion devices further includes a steering component, and controlling the operating state of the water propulsion system according to the safety control strategy further includes: After all throttle adjustment devices are returned to neutral (N), the steering component controlling the faulty propulsion device is disabled, while the steering component of the non-faulty propulsion device functions normally.

34. The method according to claim 31, characterized in that, Each of the propulsion devices also includes a steering component that, after all throttle adjustment devices have returned to neutral (N), allows the water propulsion system to enter a manual steering mode. In this manual steering mode, the steering component of the faulty propulsion device is allowed to operate, and all propulsion devices are prohibited from outputting power. After exiting the manual steering mode, the faulty propulsion unit is allowed to operate within the power limit, while the non-faulty propulsion unit outputs power normally.

35. The method according to claim 31, 33 or 34, characterized in that, The method further includes: After the fault in the propulsion device is cleared, if all throttle adjustment devices return to neutral (N) gear, the propulsion device is allowed to output power normally.

36. The method according to claim 27, characterized in that, The final failure level is level four. The water propulsion system also includes a throttle adjustment device. Controlling the operating state of the water propulsion system according to the safety control strategy includes: If the final failure level is caused by a failure of the propulsion device, then control the power of all propulsion devices to be gradually reduced to zero; After all throttle adjustment devices are returned to neutral (N), the normal output power of the non-faulty propulsion devices is controlled, while the output power of the faulty propulsion devices is prohibited.

37. The method according to claim 36, characterized in that, The step of controlling the operating state of the water propulsion system according to the safety control strategy includes: If the final failure level is not caused by a failure of the propulsion device, then control the power of all propulsion devices to be gradually reduced to zero; After all throttle adjustment devices are returned to neutral (N), control all propulsion devices to operate within the power limit.

38. The method according to claim 37, characterized in that, The water propulsion system also includes a human-machine interface device, which controls the propulsion device to operate within a limited power range after all throttle adjustment devices are returned to neutral (N) gear, including: After all throttle adjustment devices are returned to neutral (N), a warning message indicating limited operation is output through the human-machine interface device. Upon receiving a confirmation command based on the aforementioned prompt information, control all propulsion devices to operate within the power limit.

39. The method according to claim 1, characterized in that, The method further includes: When the fault information generated by the water propulsion system includes multiple fault information of the same type, the fault information with the highest priority is determined from the multiple fault information of the same type. Output the fault message corresponding to the fault information with the highest priority.

40. The method according to claim 39, characterized in that, The step of determining the highest priority fault information from the plurality of fault information of the same type includes: If the multiple fault information of the same type includes fault information generated by the controller of the main propulsion device, the fault information generated by the controller of the main propulsion device shall be determined as the fault information with the highest priority; wherein, one of the multiple propulsion devices is the main propulsion device, and the others are the secondary propulsion devices.

41. The method according to claim 40, characterized in that, Therefore, the water propulsion system includes a first voltage circuit, which includes a battery and controllers for the plurality of propulsion devices. The battery is electrically connected to the plurality of controllers, and the faults corresponding to the plurality of fault information of the same type include faults in the first voltage circuit.

42. The method according to claim 40, characterized in that, The controllers of the multiple propulsion devices are connected to the same communication link, and the faults corresponding to the multiple fault information of the same type include communication link faults.

43. The method according to claim 40, characterized in that, The water propulsion system includes a second voltage circuit, which includes a power battery and power components within the plurality of propulsion devices. The power battery is electrically connected to the plurality of power components. The faults corresponding to the plurality of fault information of the same type include a power-down failure fault of the second voltage circuit.

44. The method according to claim 40, characterized in that, The faults corresponding to the multiple fault information of the same type include the equipment location configuration conflict fault of the water propulsion system.

45. The method according to claim 39, characterized in that, The step of determining the highest priority fault information from the plurality of fault information of the same type includes: Among the multiple fault information of the same type, the fault information that is the root cause fault information is determined as the fault information with the highest priority.

46. ​​The method according to claim 45, characterized in that, The water propulsion system includes a second voltage circuit, which includes a power battery and power components within the plurality of propulsion devices. The power battery includes a battery management system and is electrically connected to the plurality of power components. The power components include a power motor driver. When the battery management system, the target controller, and the power motor driver simultaneously generate fault information indicating an undervoltage fault in the second voltage circuit, the fault information generated by the battery management system is the highest priority fault information.

47. The method according to claim 45, characterized in that, The water propulsion system includes an interactive equipment group, the propulsion device includes a power component, and the power component includes a power motor driver; When the interactive device group, the controller, and the power motor driver simultaneously generate system emergency stop fault information, the fault information generated by the interactive device group is the fault information with the highest priority.

48. The method according to claim 39, characterized in that, The method further includes: When the water propulsion system generates a single fault message, it outputs a fault prompt message corresponding to the single fault message.

49. A water propulsion system, characterized in that, The water propulsion system includes a memory and a processor; The memory is used to store computer programs; The processor is configured to execute the computer program and, in executing the computer program, implement the fault diagnosis method for the water propulsion system as described in any one of claims 1 to 48.

50. A water-based mobile device, characterized in that, The water-mobile device includes the water propulsion system as described in claim 49.

51. A storage medium, characterized in that, The storage medium stores a computer program, which, when executed by a processor, causes the processor to implement the fault diagnosis method for the water propulsion system according to any one of claims 1 to 48.

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