CONTROL SYSTEM FOR WATERCRAFT AND METHOD FOR CONTROLLING WATERCRAFT

Abstract

A control system for a watercraft includes an outboard motor, a tilt mechanism, a sensor, and a computer. The outboard motor is attached to the watercraft. The tilt mechanism includes a tilt shaft and a tilt actuator to cause the outboard motor to pivot about the tilt shaft. The tilt mechanism is attached to the watercraft and supports the outboard motor such that the outboard motor is pivotable about the tilt shaft. The sensor is operable to detect tilt status data indicating a status of the tilt mechanism. The computer is configured or programmed to store a decision logic to determine whether or not a malfunction or trouble of the tilt mechanism has occurred, obtain the tilt status data, and determine whether or not the malfunction or trouble of the tilt mechanism has occurred based on the tilt status data with reference to the decision logic.

Description

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of priority to Japanese Patent Application No. 2023-050542 filed on Mar. 27, 2023. The entire contents of this application are hereby incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to control systems for watercraft and methods for controlling watercraft.

2. Description of the Related Art

There is a type of watercraft including an outboard motor and a tilt mechanism (e.g., see Japan Laid-open Patent Application Publication No. 2022-165698). The tilt mechanism includes a tilt shaft and a tilt actuator. The tilt mechanism causes the outboard motor to pivot about the tilt shaft by actuating the tilt actuator (the motion of the outboard motor will be hereinafter referred to as a tilt motion). For example, when the watercraft is stored on the water, the tilt mechanism causes the outboard motor to pivot upward to a tilt-up position. Because of this, the outboard motor is stored, while a propeller and a lower housing thereof are lifted out of the water. Thus, the propeller and the lower housing can be inhibited from corroding.

During the storage of the outboard motor, the outboard motor may pivot downward from the tilt-up position due to a malfunction or trouble of the tilt mechanism described above. For example, when a hydraulic cylinder is used as the tilt actuator, the sealing of the hydraulic cylinder may deteriorate due to lack of maintenance such that hydraulic oil leaks out of the hydraulic cylinder. In this case, hydraulic pressure is released from the hydraulic cylinder such that the outboard motor inevitably pivots downward from the tilt-up position. However, the release of the hydraulic pressure gradually advances. Thus, it is difficult for a user of the outboard motor to notice the malfunction or trouble in an initial phase of an occurrence of the malfunction or trouble.

Additionally, the tilt motion may be reduced in speed due to the malfunction or trouble of the tilt mechanism. In this case as well, it is difficult for the user to notice the malfunction or trouble in the initial phase of the occurrence of the malfunction or trouble.

SUMMARY OF THE INVENTION

Example embodiments of the present invention provide control systems for watercraft and methods for controlling watercraft such that a user is able to notice a malfunction or trouble of a tilt mechanism in an initial phase of an occurrence of the malfunction or trouble.

A control system for a watercraft according to an example embodiment of the present invention includes an outboard motor, a tilt mechanism, a sensor, and a computer. The tilt mechanism includes a tilt shaft and a tilt actuator to cause the outboard motor to pivot about the tilt shaft. The tilt mechanism supports the outboard motor such that the outboard motor is pivotable about the tilt shaft. The sensor is operable to detect tilt status data indicating a status of the tilt mechanism. The computer is configured or programmed to store a decision logic to determine whether or not a malfunction or trouble of the tilt mechanism has occurred, obtain the tilt status data, and determine whether or not the malfunction or trouble of the tilt mechanism has occurred based on the tilt status data with reference to the decision logic.

A method according to another example embodiment of the present invention relates to a method for controlling a watercraft including a watercraft body, an outboard motor, and a tilt mechanism. The outboard motor is attached to the watercraft body. The tilt mechanism includes a tilt shaft and a tilt actuator to cause the outboard motor to pivot about the tilt shaft. The tilt mechanism is attached to the watercraft body and supports the outboard motor such that the outboard motor is pivotable about the tilt shaft. The method includes obtaining tilt status data indicating a status of the tilt mechanism and determining whether or not a malfunction or trouble of the tilt mechanism has occurred based on the tilt status data with reference to a decision logic to determine whether or not the malfunction or trouble of the tilt mechanism has occurred.

The above and other elements, features, steps, characteristics and advantages of the present invention will become more apparent from the following detailed description of the example embodiments with reference to the attached drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a watercraft according to an example embodiment of the present invention.

FIG. 2 is a side view of an outboard motor.

FIG. 3 is a schematic cross-sectional view of an engine.

FIG. 4A is an enlarged view of a shift mechanism.

FIG. 4B is an enlarged view of the shift mechanism.

FIG. 5A is a diagram showing a tilt motion of the outboard motor.

FIG. 5B is a diagram showing the tilt motion of the outboard motor.

FIG. 6 is a block diagram showing a control system for the outboard motor.

FIG. 7 is a diagram showing a phase detecting method executed by each of a crank sensor and a cam sensor.

FIG. 8 is a block diagram showing a configuration of a control system for a watercraft according to an example embodiment of the present invention.

FIG. 9 is a block diagram showing a configuration of a watercraft computer.

FIG. 10A is a diagram showing a tilt position of the outboard motor in a most recent stop of the outboard motor.

FIG. 10B is a diagram showing a tilt position of the outboard motor upon activation of the outboard motor.

DETAILED DESCRIPTION OF THE EXAMPLE EMBODIMENTS

Example embodiments of the present invention will be hereinafter explained with reference to drawings. FIG. 1 is a perspective view of a watercraft 100 according to an example embodiment of the present invention. An outboard motor 1 is attached to the stern of the watercraft 100. The outboard motor 1 generates a thrust to propel the watercraft 100. The outboard motor 1 is attached to the watercraft 100 through a bracket 2.

FIG. 2 is a side view of the outboard motor 1. As shown in FIG. 2, the outboard motor 1 includes an engine 10, a drive shaft 11, a propeller shaft 12, and a shift mechanism 13. The engine 10 generates the thrust to propel the watercraft 100 as a drive source. The engine 10 includes a crankshaft 14. The crankshaft 14 extends in a vertical direction. A flywheel 15 is connected to the crankshaft 14. The engine 10 includes a starter motor 16. The starter motor 16 is connected to the crankshaft 14 so as to start the engine 10.

FIG. 3 is a schematic cross-sectional view of the engine 10. As shown in FIG. 3, the engine 10 includes a piston 17 and a connecting rod 18. The piston 17 is connected to the crankshaft 14 through the connecting rod 18. The engine 10 includes a combustion chamber 21, an intake port 22, and an exhaust port 23. The intake port 22 and the exhaust port 23 are in communication with the combustion chamber 21. The engine 10 includes an intake pipe 24, an exhaust pipe 25, an intake valve 26, and an exhaust valve 27.

The intake pipe 24 is connected to the intake port 22. The intake valve 26 opens and closes the intake port 22. The exhaust pipe 25 is connected to the exhaust port 23. The exhaust valve 27 opens and closes the exhaust port 23. The engine 10 includes an exhaust camshaft 28 and an intake camshaft 29. The exhaust camshaft 28 and the intake camshaft 29 are connected to the crankshaft 14 through a timing belt 30 shown in FIG. 2. The intake valve 26 is driven by the intake camshaft 29. The exhaust valve 27 is driven by the exhaust camshaft 28.

The engine 10 includes a throttle valve 31, a fuel injection device 32, and an ignition device 33. The throttle valve 31 is attached to the intake pipe 24. The amount of mixture gas to be fed to the combustion chamber 21 is regulated by changing the opening degree of the throttle valve 31. The fuel injection device 32 is attached to the intake pipe 24. A delivery pipe 34 is connected to the fuel injection device 32. The delivery pipe 34 is kept at a predetermined pressure in the interior thereof and supplies fuel therethrough to the fuel injection device 32. The fuel injection device 32 injects the fuel into the intake pipe 24. The ignition device 33 is inserted into the combustion chamber 21 and ignites the fuel.

As shown in FIG. 2, the drive shaft 11 is connected to the crankshaft 14. The drive shaft 11 extends in the vertical direction. The drive shaft 11 extends downward from the engine 10. The propeller shaft 12 extends in a back-and-forth direction of the outboard motor 1. The propeller shaft 12 is connected to the drive shaft 11 through the shift mechanism 13. A propeller 19 is connected to the propeller shaft 12 through a propeller damper 20. The propeller damper 20 is made of an elastic material such as rubber. The shift mechanism 13 switches the rotational direction of mechanical power to be transmitted from the drive shaft 11 to the propeller shaft 12.

FIGS. 4A and 4B are enlarged views of the shift mechanism 13. As shown in FIGS. 4A and 4B, the shift mechanism 13 includes a drive gear 35, a forward moving gear 36, a rearward moving gear 37, a dog clutch 38, and a shift actuator 39. The drive gear 35 is connected to the drive shaft 11. The drive gear 35, the forward moving gear 36, and the rearward moving gear 37, each of which is a bevel gear, are meshed with each other. The forward moving gear 36 and the rearward moving gear 37 are coaxial to the propeller shaft 12 so as to be freely rotatable with respect thereto. The dog clutch 38 is movable to a forward moving position, a rearward moving position, and a neutral position.

FIG. 4A shows the dog clutch 38 located in the forward moving position. When located in the forward moving position, the dog clutch 38 causes the forward moving gear 36 to be engaged with the propeller shaft 12, while causing the rearward moving gear 37 to be disengaged from the propeller shaft 12. Accordingly, the shift mechanism 13 transmits the rotation of the drive shaft 11 to the propeller shaft 12 such that the propeller shaft 12 is rotated in a forward moving direction. FIG. 4B shows the dog clutch 38 located in the rearward moving position. When located in the rearward moving position, the dog clutch 38 causes the rearward moving gear 37 to be engaged with the propeller shaft 12, while causing the forward moving gear 36 to be disengaged from the propeller shaft 12. Accordingly, the shift mechanism 13 transmits the rotation of the drive shaft 11 to the propeller shaft 12 such that the propeller shaft 12 is rotated in a rearward moving direction.

The neutral position is located between the forward moving position and the rearward moving position. When located in the neutral position, the dog clutch 38 causes both the forward moving gear 36 and the rearward moving gear 37 to be disengaged from the propeller shaft 12. Accordingly, the rotation of the drive shaft 11 is not transmitted to the propeller shaft 12. The shift actuator 39 causes the dog clutch 38 to be moved among the forward moving position, the neutral position, and the rearward moving position. Accordingly, engagement between the dog clutch 38 and the gears 35 to 37 and disengagement therebetween are switched. The shift actuator 39 includes, for instance, an electric motor. The shift actuator 39 is connected to the dog clutch 38 through a shift member 40.

As shown in FIG. 2, the outboard motor 1 includes a tilt mechanism 41. The tilt mechanism 41 is attached to the watercraft 100. The tilt mechanism 41 includes a tilt shaft 42 and a tilt actuator 43. The tilt mechanism 41 supports the outboard motor 1 such that the outboard motor 1 is pivotable about the tilt shaft 42. The tilt actuator 43 includes, for instance, a hydraulic cylinder. The tilt actuator 43 may be another type of actuator such as an electric cylinder. As shown in FIGS. 5A and 5B, the tilt actuator 43 causes the outboard motor 1 to pivot about the tilt shaft 42.

FIG. 6 is a block diagram showing a control system for the outboard motor 1. As shown in FIG. 6, the outboard motor 1 includes an ECU (Engine Control Unit) 50. The ECU 50 is an electronic control device to control the engine 10. The ECU 50 includes a processor 51 such as a CPU (Central Processing Unit) and a storage device 52. The storage device 52 includes memories such as a RAM (Random Access Memory) and a ROM (Read Only Memory). The storage device 52 may include a storage such as an HDD (Hard Disk Drive) or an SSD (Solid State Drive). The storage device 52 includes stored programs and data to control the outboard motor 1. The processor 51 controls the outboard motor 1 based on the programs and data.

The outboard motor 1 includes an engine speed sensor 53, a vessel speed sensor 54, and a throttle opening degree sensor 55. The engine speed sensor 53 detects an engine rotational speed. The engine speed sensor 53 outputs a signal, indicating the engine rotational speed, to the ECU 50. The vessel speed sensor 54 detects a vessel speed. The vessel speed sensor 54 outputs a signal, indicating the vessel speed, to the ECU 50. The throttle opening degree sensor 55 detects a throttle opening degree. The throttle opening degree sensor 55 outputs a signal, indicating the throttle opening degree, to the ECU 50.

The outboard motor 1 includes a crank sensor 56 and a cam sensor 57. The crank sensor 56 detects the phase of the crankshaft 14. As shown in FIG. 7, the flywheel 15 connected to the crankshaft 14 is provided with a plurality of protrusions 141 regularly aligned on the surface thereof. The flywheel 15 is provided with a missing region 142 on the surface thereof. The protrusions 141 are not provided in the missing region 142 and the interval between a pair of adjacent protrusions 141 defining the missing region 142 is different from that between each other pair of adjacent protrusions 141. The crank sensor 56 is a magnetic sensor and detects passage of the plural protrusions 141. It should be noted that in FIG. 7, reference sign 141 is assigned to only a portion of the plurality of protrusions 141. The crank sensor 56 detects the phase of the crankshaft 14 by detecting the missing region 142. The crank sensor 56 outputs a signal, indicating the phase of the crankshaft 14, to the ECU 50.

The cam sensor 57 detects the phase of the exhaust camshaft 28. The exhaust camshaft 28 is provided with a plurality of protrusions 281 regularly aligned on the surface thereof. It should be noted that the exhaust camshaft 28 is provided with a missing region 282 on the surface thereof. The protrusions 281 are not provided in the missing region 282 and the interval between a pair of adjacent protrusions 281 defining the missing region 282 is different from that between each other pair of adjacent protrusions 281. The cam sensor 57 is a magnetic sensor and detects passage of the plurality of protrusions 281 provided on the exhaust camshaft 28. It should be noted that in FIG. 7, reference sign 281 is assigned to only a portion of the plurality of protrusions 281. The cam sensor 57 detects the phase of the exhaust camshaft 28 by detecting the missing region 282. The cam sensor 57 outputs a signal, indicating the phase of the exhaust camshaft 28, to the ECU 50.

As shown in FIG. 6, the outboard motor 1 includes a fuel pressure sensor 58, an intake pressure sensor 59, and an exhaust pressure sensor 60. The fuel pressure sensor 58 detects the pressure of the fuel inside the delivery pipe 34. The fuel pressure sensor 58 outputs a signal, indicating the pressure of the fuel inside the delivery pipe 34, to the ECU 50. The intake pressure sensor 59 detects an intake pressure inside the intake pipe 24. The intake pressure sensor 59 outputs a signal, indicating the intake pressure inside the intake pipe 24, to the ECU 50. The exhaust pressure sensor 60 detects an exhaust pressure inside the exhaust pipe 25. The exhaust pressure sensor 60 outputs a signal, indicating the exhaust pressure inside the exhaust pipe 25, to the ECU 50.

The outboard motor 1 includes a shift position sensor 61. The shift position sensor 61 detects the position of the dog clutch 38 (hereinafter referred to as “shift position”). The shift position sensor 61 detects, as the shift position, in which of the forward moving position, the neutral position, and the rearward moving position the dog clutch 38 is located. The shift position sensor 61 outputs a signal, indicating the shift position, to the ECU 50.

The outboard motor 1 includes a tilt switch 62 and a tilt position sensor 63. The tilt switch 62 is operable by an operator. The tilt actuator 43 is driven in response to the operation of the tilt switch 62 such that the outboard motor 1 pivots about the tilt shaft 42. The tilt position sensor 63 detects the position of the outboard motor 1 tilting about the tilt shaft 42. The tilt position sensor 63 outputs a signal, indicating the tilt position of the outboard motor 1 about the tilt shaft 42, to the ECU 50.

FIG. 8 is a schematic diagram showing a configuration of a control system 200 of the watercraft 100 according to an example embodiment of the present invention. As shown in FIG. 8, the control system 200 includes a communication device 3, a device system 4, and a watercraft computer 5. The communication device 3, the device system 4, and the watercraft computer 5 are installed in the watercraft 100. The communication device 3 performs wireless communication with a server 6 disposed remote from the watercraft 100. For example, the communication device 3 is able to perform data communication with external entities, i.e., the server 6 and a user terminal 7, through a mobile communication network 300. The user terminal 7 includes, for instance, a personal computer. The user terminal 7 may be a mobile computer such as a smartphone or a tablet. The mobile communication network 300 is, for instance, a network of a 3G, 4G, or 5G mobile communication system.

The device system 4 includes electric devices installed in the watercraft 100. For example, the device system 4 includes the ECU 50 described above. The device system 4 includes a throttle-shift operating device 64. The throttle-shift operating device 64 is operable by the operator to regulate the engine rotational speed of the outboard motor 1. Additionally, the throttle-shift operating device 64 is operable by the operator to switch the action of the outboard motor 1 between a forward moving action and a rearward moving action.

The throttle-shift operating device 64 includes a throttle lever 65. The throttle lever 65 is operable from a neutral position to a forward moving position and a rearward moving position. The throttle-shift operating device 64 outputs a throttle signal indicating the operating position of the throttle lever 65. The ECU 50 receives the throttle signal outputted from the throttle-shift operating device 64. The ECU 50 controls the shift mechanism 13 in accordance with the operating position of the throttle lever 65. Accordingly, the rotational direction of the propeller shaft 12 is switched between the forward moving direction and the rearward moving direction. Additionally, the ECU 50 controls the engine rotational speed by controlling the throttle opening degree and the amount of fuel injection in accordance with the operating position of the throttle lever 65.

The device system 4 includes a steering actuator 66 and a steering operating device 67. The steering actuator 66 turns the outboard motor 1 right and left so as to change a rudder angle of the outboard motor 1. The steering actuator 66 includes, for instance, an electric motor. Alternatively, the steering actuator 66 may include an electric pump and a hydraulic cylinder.

The steering operating device 67 is operable by the operator to adjust the rudder angle of the outboard motor 1. The steering operating device 67 includes, for instance, a steering wheel. Alternatively, the steering operating device 67 may be another type of operating device such as a joystick. The steering operating device 67 is operable right and left from a neutral position. The steering operating device 67 outputs a steering signal indicating the operating position thereof. The steering actuator 66 is controlled in accordance with the operating position of the steering operating device 67 such that the rudder angle of the outboard motor 1 is controlled.

The device system 4 includes a battery 68 and a battery sensor 69. The battery 68 supplies electric power to the device system 4. The battery sensor 69 includes a voltmeter and an ammeter. The battery sensor 69 detects a voltage and current of the battery 68. The battery sensor 69 outputs a signal, indicating the voltage and current of the battery 68, to the watercraft computer 5.

The device system 4 includes a start switch 71 and a kill switch 72. The start switch 71 and the kill switch 72 are operable by the operator. The start switch 71 starts the engine 10 by driving the starter motor 16. The starter motor 16 is driven by electric power supplied thereto from the battery 68. The kill switch 72 is normally kept turned off. In the off state of the kill switch 72, driving of the engine 10 is enabled. When the kill switch 72 is turned on, driving of the engine 10 is stopped. For example, in the on state of the kill switch 72, the supply of electric power to the ignition device 33 is stopped.

The device system 4 includes a display 73 and an input device 74. The display 73 displays information regarding the outboard motor 1. The display 73 displays an image in accordance with an image signal inputted thereto. The input device 74 receives an operational input by a user. The input device 74 outputs an input signal indicating the operational input by the user. The input device 74 includes, for instance, a touchscreen. However, the input device 74 may include at least one hardware key.

The device system 4 includes a CAN (Controller Area Network) 75. The electric devices, included in the device system 4, are connected to each other through the CAN 75 in a communicable manner.

The watercraft computer 5 includes a processor 76 such as a CPU and a storage device 77. The storage device 77 includes memories such as a RAM and a ROM. The storage device 77 may include a storage such as an HDD or an SSD. The storage device 77 includes stored programs and data to control the device system 4. The processor 76 controls the device system 4 based on the programs and data. For example, the watercraft computer 5 controls the device system 4 in accordance with the input signal transmitted thereto from the input device 74. The watercraft computer 5 outputs the image signal to the display 73 such that the display 73 is caused to display a desired image.

The watercraft computer 5 is connected to the ECU 50 in a communicable manner. The watercraft computer 5 obtains status data, indicating statuses of the outboard motor 1, through the ECU 50. For example, the watercraft computer 5 obtains the engine rotational speed, the vessel speed, and the throttle opening degree as the status data. The watercraft computer 5 obtains the phase of the exhaust camshaft 28 and that of the crankshaft 14 as the status data. The watercraft computer 5 obtains the fuel pressure, the intake pressure, and the exhaust pressure as the status data. The watercraft computer 5 obtains the shift position and the tilt position as the status data.

Additionally, the watercraft computer 5 obtains the status data, indicating statuses of the other devices in the device system 4, through the CAN 75. For example, the watercraft computer 5 obtains the voltage and current of the battery 68 as the status data. The watercraft computer 5 obtains whether the kill switch 72 is kept turned on or off as the status data.

As shown in FIG. 9, the watercraft computer 5 stores a decision logic 80 to determine whether or not a malfunction or trouble of the watercraft 100 has occurred. The decision logic 80 includes algorithms associated with a variety of types of malfunctions or troubles on a one-to-one basis so as to determine whether or not a predetermined type of malfunction or trouble has occurred. With reference to the decision logic 80, the watercraft computer 5 determines whether or not the malfunction or trouble of the watercraft 100 has occurred based on the status data. A method to determine the malfunction or trouble of the watercraft 100 will be hereinafter explained.

The decision logic 80 includes a first tilt logic 81. The first tilt logic 81 determines whether or not a malfunction or trouble of the tilt mechanism 41 has occurred based on tilt status data indicating a status of the tilt mechanism 41. The tilt status data indicate the tilt position of the outboard motor 1 about the tilt shaft 42, which is included as a data item in the status data described above. FIG. 10A shows a tilt position θ1 of the outboard motor 1 in a most recent stop of the outboard motor 1. The watercraft computer 5 stores the tilt position θ1 of the most recent stop of the outboard motor 1. As shown in FIG. 10A, the tilt position of the outboard motor 1 is indicated by an angle of the up-and-down direction of the outboard motor 1 with respect to the vertical direction.

When the outboard motor 1 is activated, the watercraft computer 5 obtains a tilt position θ2 of the outboard motor 1 upon activation of the outboard motor 1 as the tilt status data. The watercraft computer 5 determines that the malfunction or trouble has occurred when the tilt position θ2 upon activation of the outboard motor 1 is lower than the tilt position θ1 of the most recent stop of the outboard motor 1 by a predetermined value or greater.

The decision logic 80 includes a second tilt logic 82. The second tilt logic 82 obtains, as the tilt status data, a pivot speed of the outboard motor 1 about the tilt shaft 42 caused by the tilt actuator 43. The watercraft computer 5 calculates the pivot speed of the outboard motor 1 about the tilt shaft 42 based on the variation of the tilt position described above. The watercraft computer 5 determines that the malfunction or trouble has occurred when the pivot speed of the outboard motor 1 is less than or equal to a predetermined threshold.

When it is determined that the malfunction or trouble has occurred, the watercraft computer 5 causes the display 73 to display a notification of the malfunction or trouble. When it is determined that the malfunction or trouble has occurred, the watercraft computer 5 transmits the notification of the malfunction or trouble to the server 6. Alternatively, when it is determined that the malfunction or trouble has occurred, the watercraft computer 5 transmits the notification of the malfunction or trouble to the user terminal 7.

In the control system 200 for the watercraft 100 according to the example embodiments explained above, the watercraft computer 5 determines whether or not a malfunction or trouble of the tilt mechanism 41 has occurred based on the tilt status data of the tilt mechanism 41 with reference to the decision logic 80 to determine whether or not the malfunction or trouble of the tilt mechanism 41 has occurred. Because of this, the user is able to notice the malfunction or trouble of the tilt mechanism 41 in the initial phase of the occurrence of the malfunction or trouble.

It should be noted that the watercraft computer 5 obtains data to update the decision logic 80 from the server 6. The watercraft computer 5 updates the decision logic 80 based on the update data. Then, with reference to the updated decision logic 80, the watercraft computer 5 determines whether or not the malfunction or trouble of the watercraft 100 has occurred based on the status data. Accordingly, the watercraft computer 5 is able to determine whether or not the malfunction or trouble has occurred by using the latest decision logic 80.

Example embodiments of the present invention have been explained above. However, the present invention is not limited to the example embodiments described above, and a variety of changes can be made without departing from the gist of the present invention.

The structure of the outboard motor 1 is not limited to that in the example embodiments described above and may be changed. For example, the outboard motor 1 may include an electric motor instead of the engine 10.

The status data are not limited to those in the example embodiments described above and may be changed. Determining whether or not the malfunction or trouble of the watercraft 100 has occurred based on the status data is not limited to that in the example embodiments described above and may be changed. Determining whether or not the malfunction or trouble of the watercraft 100 has occurred based on the status data may not be necessarily made by the watercraft computer 5, and alternatively, may be made by the server 6. In this case, the watercraft computer 5 transmits the status data to the server 6 through the communication device 3. The server 6 stores the decision logic 80 described above. Thus, determining whether or not the malfunction or trouble of the watercraft 100 has occurred is made by the server 6 with reference to the decision logic 80.

While example embodiments of the present invention have been described above, it is to be understood that variations and modifications will be apparent to those skilled in the art without departing from the scope and spirit of the present invention. The scope of the present invention, therefore, is to be determined solely by the following claims.

Claims

1. A control system for a watercraft, the control system comprising: an outboard motor;a tilt mechanism including a tilt shaft and a tilt actuator to cause the outboard motor to pivot about the tilt shaft, the tilt mechanism supporting the outboard motor such that the outboard motor is pivotable about the tilt shaft;a sensor to detect tilt status data indicating a status of the tilt mechanism; anda computer configured or programmed to: store a decision logic to determine whether or not a malfunction or trouble of the tilt mechanism has occurred;obtain the tilt status data; anddetermine whether or not the malfunction or trouble of the tilt mechanism has occurred based on the tilt status data with reference to the decision logic.

2. The control system according to claim 1, wherein the computer is configured or programmed to: obtain a tilt position of the outboard motor about the tilt shaft as the tilt status data; anddetermine that the malfunction or trouble has occurred when the tilt position is lower upon activation of the outboard motor than in a most recent stop of the outboard motor by a predetermined value or greater.

3. The control system according to claim 1, wherein the computer is configured or programmed to: obtain a pivot speed of the outboard motor about the tilt shaft as the tilt status data; anddetermine that the malfunction or trouble has occurred when the pivot speed of the outboard motor is less than or equal to a predetermined threshold.

4. The control system according to claim 1, wherein the computer is configured or programmed to: obtain updated data of the decision logic;update the decision logic based on the updated data; anddetermine whether or not the malfunction or trouble of the tilt mechanism has occurred based on the tilt status data with reference to the updated decision logic.

5. The control system according to claim 4, further comprising: a communication device to perform wireless communication with a server remote from the watercraft; whereinthe computer is installed on or in the watercraft and is configured or programmed to receive the updated data from the server through the communication device.

6. The control system according to claim 1, wherein the computer is a server remote from the watercraft; andthe control system further comprises: a communication terminal to perform wireless communication with the computer;a controller on or in the watercraft and configured or programmed to obtain the tilt status data, and transmit the tilt status data to the computer through the communication terminal.

7. A method for controlling a watercraft including a watercraft body, an outboard motor, and a tilt mechanism including a tilt shaft and a tilt actuator to cause the outboard motor to pivot about the tilt shaft, the tilt mechanism supporting the outboard motor such that the outboard motor is pivotable about the tilt shaft, the method comprising: obtaining tilt status data indicating a status of the tilt mechanism; anddetermining whether or not a malfunction or trouble of the tilt mechanism has occurred based on the tilt status data with reference to a decision logic to determine whether or not the malfunction or trouble of the tilt mechanism has occurred.

8. The method according to claim 7, further comprising: obtaining a tilt position of the outboard motor about the tilt shaft as the tilt status data; anddetermining that the malfunction or trouble has occurred when the tilt position is lower upon activation of the outboard motor than in a most recent stop of the outboard motor by a predetermined value or greater.

9. The method according to claim 7, further comprising: obtaining a pivot speed of the outboard motor about the tilt shaft caused by the tilt actuator as the tilt status data; anddetermining that the malfunction or trouble has occurred when the pivot speed of the outboard motor is less than or equal to a predetermined threshold.

10. The method according to claim 7, further comprising: obtaining updated data of the decision logic;updating the decision logic based on the updated data; anddetermining whether or not the malfunction or trouble of the tilt mechanism has occurred based on the tilt status data with reference to the updated decision logic.

11. A watercraft comprising: the control system according to claim 1.