Patent Application
20240059387
The disclosure relates generally to watercraft, and more particularly to operating personal watercraft.
The operator of a vehicle having an internal combustion engine can usually perceive that the engine has started and the vehicle is in a state ready to be propelled when a sound of the engine can be heard. The awareness that the vehicle is in such a ready state can encourage safe behaviour onboard and around the vehicle. Electric vehicles however typically operate more quietly and the lack of an internal combustion engine sound can make the state of the electric vehicle less readily perceivable.
In one aspect, the disclosure describes a method of operating a watercraft. The method comprises:
The method may comprise detecting that the watercraft is parked by detecting an absence of the propulsion command for a prescribed amount of time. The prescribed amount of time may be between 30 seconds and 600 seconds.
The method may comprise detecting that the watercraft is parked by detecting a speed of the watercraft being equal to or below a prescribed speed.
The method may comprise detecting that the watercraft is parked by detecting that the watercraft is stationary.
Using the proximity sensor to detect the presence of the obstacle may include using the proximity sensor to detect that the obstacle is located behind the watercraft. The restricted output may be associated with the presence of the obstacle being behind the watercraft.
Using the proximity sensor to detect the presence of the obstacle may include using the proximity sensor to detect that the obstacle is located forward of the watercraft. The restricted output may be associated with the presence of the obstacle being forward of the watercraft.
The method may comprise detecting that a temperature of the obstacle is higher than a temperature of water adjacent the obstacle.
The method may comprise determining that the temperature of the obstacle is indicative of a person. The restricted output may be associated with the presence of the person.
Detecting that the temperature of the obstacle is higher than the temperature of the water may include detecting infrared energy emitted by the obstacle.
Using the proximity sensor to detect the presence of the obstacle in proximity to the watercraft may include measuring a distance of the obstacle from the watercraft and determining that the distance is less than or equal to a prescribed distance.
Using the proximity sensor to detect the presence of the obstacle in proximity to the watercraft may include detecting that the obstacle contacts the watercraft.
The proximity sensor may be above a waterline on the watercraft.
The proximity sensor may be below the waterline on the watercraft.
The method may comprise alerting the operator of the presence of the obstacle.
The method may comprise communicating to the operator a position of the obstacle relative to the watercraft.
The restricted output may be between 0% and 50% of a maximum output power deliverable by the powertrain of the watercraft.
Restricting the actual output from the powertrain may include preventing propulsion of the watercraft.
The propulsion command may be a first propulsion command. The method may include, when the presence of the obstacle is being detected: receiving a second propulsion command from the operator after receiving the first propulsion command; and executing the second propulsion command without restricting the actual output from the powertrain to the restricted output.
Executing the second propulsion command without restricting the actual output from the powertrain to the restricted output may be conditioned upon receiving an override command from the operator after receiving the first propulsion command and before receiving the second propulsion command.
Receiving the override command from the operator may include receiving a braking command from the operator.
The propulsion command may be a first propulsion command. The method may include, after restricting the actual output from the powertrain in response to the first propulsion command: ceasing to detect the presence of the obstacle using the proximity sensor; receiving a second propulsion command from the operator of the watercraft; and executing the second propulsion command without restricting the actual output from the powertrain to the restricted output.
The method may comprise communicating to the operator how the actual output from the powertrain is being restricted.
Embodiments may include combinations of the above features.
In a further aspect, the disclosure describes a safety system of a watercraft. The safety system comprises:
The instructions may be configured to cause the one or more data processors to determine that the propulsion of the watercraft is paused by detecting an absence of the propulsion command for a prescribed amount of time.
The instructions may be configured to cause the one or more data processors to determine that the propulsion of the watercraft is paused by detecting that the watercraft is stationary.
The one or more proximity sensors may be configured to detect an overboard person behind an outlet of a jet propulsion system of the watercraft.
The instructions may be configured to cause the one or more data processors to cause a position of the obstacle relative to the watercraft to be communicated to the operator.
The propulsion command may be a first propulsion command. The instructions may be configured to cause the one or more data processors to, when the presence of the obstacle is being detected and in response to a second propulsion command being received from the operator after receiving the first propulsion command, execute the second propulsion command without restricting the actual output from the powertrain to the restricted output.
The instructions may be configured to cause the one or more data processors to execute the second propulsion command without restricting the actual output from the powertrain to the restricted output conditioned upon receiving an override command from the operator after receiving the first propulsion command. The override command may include a braking command.
Embodiments may include combinations of the above features.
In a further aspect, the disclosure describes an electric watercraft comprising:
The proximity sensor may be configured to detect an overboard person behind an outlet of the jet propulsion system.
The controller may be configured to cause a position of the obstacle relative to the electric watercraft to be communicated to the operator.
The propulsion command may be a first propulsion command. The controller may be configured to, when the presence of the obstacle is being detected and in response to a second propulsion command being received from the operator after receiving the first propulsion command, execute the second propulsion command without restricting the actual output from the jet propulsion system to the restricted output.
The controller may be configured to execute the second propulsion command without restricting the actual output from the jet propulsion system to the restricted output conditioned upon receiving an override command from the operator after receiving the first propulsion command. The override command may include a braking command.
Embodiments may include combinations of the above features.
In a further aspect, the disclosure describes a method of operating a watercraft having a jet propulsion system. The method comprises:
Detecting the overboard person may include detecting that a temperature of the overboard person is higher than a temperature of water adjacent the overboard person.
Detecting the overboard person may include detecting infrared energy emitted by the overboard person.
Detecting the overboard person behind the watercraft may comprise measuring a distance of the overboard person from the watercraft and determining that the distance is less than or equal to a prescribed distance.
Restricting the actual output from the jet propulsion system may include preventing propulsion of the watercraft via the jet propulsion system.
Embodiments may include combinations of the above features.
In a further aspect, the disclosure describes a system for operating a watercraft having a jet propulsion system. The system may comprise:
The one or more proximity sensors may detect the overboard person by detecting that a temperature of the overboard person is higher than a temperature of water adjacent the overboard person.
The one or more proximity sensors may include an infrared sensing element.
The one or more proximity sensors may be configured to measure a distance of the overboard person from the one or more proximity sensors and determine that the distance is less than or equal to a prescribed distance.
Restricting the actual output from the jet propulsion system may include preventing propulsion of the watercraft via the jet propulsion system.
Embodiments may include combinations of the above features.
In a further aspect, the disclosure describes an electric watercraft comprising:
The proximity sensor may be configured to detect the overboard person by detecting that a temperature of the overboard person is higher than a temperature of water adjacent the overboard person.
The proximity sensor may include an infrared sensor.
The proximity sensor may be configured to measure a distance of the overboard person from the proximity sensor and determine that the distance is less than or equal to a prescribed distance.
Restricting the actual output from the jet propulsion system may include preventing propulsion of the electric watercraft via the jet propulsion system.
Embodiments may include combinations of the above features.
In a further aspect, the disclosure describes a (e.g., electric) personal watercraft comprising a system as described herein.
Further details of these and other aspects of the subject matter of this application will be apparent from the detailed description included below and the drawings.
Reference is now made to the accompanying drawings, in which:
The present disclosure relates to systems and associated methods for operating watercraft such as personal watercraft (PWC) and other motorized pleasure craft for example. In some embodiments, the systems and methods described herein may be particularly suitable for electrically-propelled watercraft that may operate more quietly than watercraft that are propelled by internal combustion engines. However, some methods and systems described herein may also be suitable for watercraft that are propelled by internal combustion engines.
In some embodiments, the systems and methods described herein may promote a safe operation of watercraft. For example, in some embodiments, the systems and methods described herein may reduce the risk of collision of a watercraft with a nearby obstacle in case the operator has forgotten that the watercraft is in a state ready for propulsion and inadvertently commands the watercraft to be propelled when parked. In some embodiments, the systems and methods described herein may reduce the risk of (e.g., hydrostatic) injury to an overboard person that may be behind an outlet of a jet propulsion system of a watercraft for example. In some embodiments, the systems and methods described herein may promote an enhanced situational awareness of the operator of the watercraft.
The terms “connected” and “mounted” may include both direct connection and mounting (in which two components contact each other) and indirect connection and mounting (in which at least one additional component is located between the two elements). The term “substantially” as used herein may be applied to modify any quantitative representation which could permissibly vary without resulting in a change in the basic function to which it is related.
Aspects of various embodiments are described through reference to the drawings.
Watercraft 10 may include jet propulsion system 20 (shown in
Safety system 12 may include one or more proximity sensors 30 mounted to watercraft 10. Proximity sensors 30 may be configured to detect the presence of an obstacle (e.g., inanimate object, person, animal) in proximity to watercraft 10. Proximity sensors 30 may be mounted to hull 14, deck, 16, a bumper, and/or to other part(s) of watercraft 10. Proximity sensors 30 may be oriented outwardly of watercraft 10 to detect the presence of one or more obstacles that are within a prescribed distance from watercraft 10 defined by a sensing range of proximity sensors 30, and that could potentially hinder the safe operation of watercraft 10. For example, one or more proximity sensors 30 may be disposed to detect an obstacle that is located in front of watercraft 10, one or more proximity sensors 30 may be disposed to detect an obstacle that is located behind watercraft 10, one or more proximity sensors 30 may be disposed to detect an obstacle that is located behind outlet 24 of nozzle 26 of watercraft 10, one or more proximity sensors 30 may be disposed to detect an obstacle that is located laterally of watercraft 10. In some embodiments, one or more proximity sensors 30 may be disposed above waterline WL when watercraft 10 is waterborne to detect obstacles that are above waterline WL. In some embodiments, one or more proximity sensors 30 may be disposed below waterline WL when watercraft 10 is waterborne to detected obstacles that may be submerged.
In some embodiments, proximity sensors 30 may be configured to detect an object such as a dock, another watercraft, and a rock that could potentially obstruct the passage of watercraft 10, and/or that could potentially cause damage to watercraft 10 and/or to the object in the event of a collision of watercraft 10 with such object. In some embodiments, proximity sensors 30 may be configured to detect an overboard person or animal that may be in proximity to watercraft 10. In various embodiments, the detection of the obstacle may be used to restrict the operation of watercraft 10 in order to reduce the risk of collision and/or reduce the risk of injury to an operator, to an overboard person and/or to an overboard animal for example.
Watercraft 10 may include instrument panel 32 and/or one or more other display devices for displaying (e.g., status) information about one or more systems of watercraft 10. Instrument panel 32 may include one or more indicators such as needle indicators, gages, dials and digital readouts for displaying information about watercraft 10. In some embodiments, instrument panel 32 may include a liquid crystal display (LCD) screen, thin-film-transistor (TFT) LCD screen, light-emitting diode (LED) and/or other suitable display device(s) operatively connected to controller 34 (shown in
Instrument panel 32 or other operator input devices may be used to cause watercraft 10 to transition from different states. For example, watercraft 10 may be transitioned to an inactive (e.g., OFF) state, to an intermediate partially active (e.g., WAKE) state, or to a fully active (e.g., READY) state in response to operator input.
In the OFF state, watercraft 10 may be in a partially or fully inactive state where controller(s), accessories and instrument panel 32 of watercraft 10 may be off, and watercraft 10 may not be propelled. Watercraft 10 may be placed in the OFF state in preparation for a period of inactivity of watercraft 10 and/or when watercraft 10 is to be left unattended for example.
In the WAKE state, some controller(s), accessories and instrument panel 32 of watercraft 10 may be on but propulsion of watercraft 10 may be prevented. In the WAKE state, one or more preparatory tasks may be carried out in preparation for driving watercraft 10. In other words, some operator interaction with watercraft 10 may be permitted via instrument panel 32 but propulsion commands received via accelerator 36 may be ignored when watercraft 10 is in the WAKE state.
In the READY state, propulsion of watercraft 10 may be permitted and propulsion commands received via accelerator 36 may be executed to permit watercraft 10 to be driven and propelled across the water. In embodiments where watercraft 10 is electrically propelled, no sound of an internal combustion engine may be present to indicate the READY state of watercraft 10. A visual indication as shown in
Watercraft 10 may include brake lever 38 permitting the operator of watercraft 10 to command the braking of watercraft 10 through the actuation of brake lever 38. Brake lever 38 may include a hand-actuated lever mounted to handlebar 28, or another suitable operator input device. Braking of watercraft 10 may be carried out by redirecting the waterjet discharged from nozzle 26 forward by causing a gate or deflector (sometimes called “reverse gate”) to be moved into the water jet to cause the water jet to be turned from the rearward direction to the forward direction. In some embodiments, brake lever 38 may also be a reverse lever and the same gate or deflector may be used to cause rearward movement of watercraft 10. Alternatively, braking and/or reversing may be carried out by reversing the direction of rotation of impeller 22 to draw water in through nozzle 26 and expel the water forwards through the water intake. Brake lever 38 may be operatively connected to controller 34 so that the actuation of brake lever 38 may be signaled to controller 34.
Powertrain 40 may also include one or more (e.g., high-voltage) batteries 44 (referred hereinafter in the singular) for providing electric power to motor 42 and driving motor 42. Battery 44 may be a main battery pack used for propelling watercraft 10, and may be referred to as a motoring battery. The operation of motor 42 may be controlled by one or more controllers 34 (referred hereinafter in the singular) based on an actuation of accelerator 36 by the operator. In some embodiments, battery 44 may be a rechargeable lithium ion or other type of battery. In some embodiments, battery 44 may be configured to output electric power at a voltage of between 300-400 volts, or up to 800 volts, for example.
Motor 42 may be drivingly connected to impeller 22 via suitable motive power transmission means (e.g., shaft(s), gear(s), coupling(s)) to drive jet propulsion system 20. The operation of motor 42 and the delivery of electric power to motor 42 may be controlled by controller 34 via output(s) 46 (e.g., signals) and power electronics module 48 (referred hereinafter as “PEM 48”). PEM 48 may include suitable electronic switches (e.g., insulated gate bipolar transistor(s)) to provide motor 42 with electric power having the desired voltage, current, waveform, etc. to implement the desired performance of watercraft 10 based on an actuation of accelerator 36 by the operator to indicate a command to propel watercraft 10. In some embodiments, PEM 48 may include a motor controller and/or a power inverter for example.
One or more feedback sensors 50 may be operatively connected to component(s) of powertrain 40 and configured to sense one or more parameters 52 of powertrain 40. Controller 34, via the control of PEM 48 and using feedback from feedback sensor(s) 50, may control the amount of motive power that may be output from powertrain 40 during propulsion of watercraft 10, and thereby control an output from jet propulsion system 20. Controller 34 may include one or more data processors 54 (referred hereinafter in the singular as “processor 54”) and non-transitory machine-readable memory 56. Controller 34 may be operatively connected to proximity sensors 30 and to feedback sensor(s) 50 via wired or wireless connections for example so that one or more parameters 52 acquired via feedback sensor(s) 50, and/or input(s) 57 (e.g., sensed signal(s)) acquired via proximity sensors 30 may be received at controller 34 and used by controller 34 in one or more procedures or steps defined by machine-readable instructions 58 stored in memory 56 and executable by processor 54.
Controller 34 may carry out additional functions than those described herein. Processor 54 may include any suitable device(s) configured to cause a series of steps to be performed by controller 34 so as to implement a computer-implemented process such that instructions 58, when executed by controller 34 or other programmable apparatus, may cause the functions/acts to be executed. Processor 54 may include, for example, any type of general-purpose microprocessor or microcontroller, a digital signal processing (DSP) processor, an integrated circuit, a field programmable gate array (FPGA), a reconfigurable processor, other suitably programmed or programmable logic circuits, or any combination thereof.
Memory 56 may include any suitable machine-readable storage medium. Memory 56 may include non-transitory computer readable storage medium such as, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. Memory 56 may include a suitable combination of any type of machine-readable memory that is located either internally or externally to controller 34. Memory 56 may include any storage means (e.g. devices) suitable for retrievably storing machine-readable instructions executable by processor 54.
Feedback sensor(s) 50 may include one or more current sensors and/or one or more voltage sensors operatively connected to battery 44, operatively connected to PEM 48 and/or operatively connected to motor 42. Feedback sensor(s) 50 may include a position sensor (e.g., encoder) operatively coupled to motor 42 to measure a position and/or rotational speed of a rotor of motor 42. Feedback sensor(s) 50 may include a speed sensor (e.g., revolution counter) operatively coupled to motor 42 to measure the rotational speed (e.g., revolutions/minute) of motor 42. Feedback sensor(s) 50 may include a torque sensor operatively coupled to motor 42 to measure an output torque of motor 42. Alternatively, the output torque of motor 42 may be inferred by controller 34 based on an amount of electric current being delivered to motor 42. Feedback sensor(s) 50 may acquire one or more signals indicative of, or useful in inferring, one or more operating parameters and output of powertrain 40. For example, feedback sensor(s) 50 may acquire one or more signals indicative of, or useful in inferring, an amount of electric power being discharged from battery 44 during propulsion of watercraft 10, and/or an amount of motive power being generated by motor 42 during propulsion of watercraft 10. Feedback sensor(s) 50 may acquire one or more signals indicative of, or useful in inferring, a state of charge (SoC) of battery 44. For example, feedback sensor(s) 50 may implement coulomb counting using a current sensor to infer the SoC of battery 44. The SoC may be expressed as a percentage of the capacity of battery 44 (e.g., 0%=empty; 100%=full), or as any other suitable indication.
Proximity sensors 30 may be of any type suitable for detecting an obstacle in proximity to watercraft 10. In embodiments including a plurality of proximity sensors 30, proximity sensors 30 may all be of a common type, or proximity sensors 30 may be of a combination of two or more different types. In some embodiments, one or more of proximity sensors 30 may be configured to detect the presence of an obstacle within a certain distance of proximity sensor(s) 30 and/or from watercraft 10. In some embodiments, one or more of proximity sensors 30 may be configured to measure a distance of the obstacle from the proximity sensors 30. In some embodiments, one or more of proximity sensors 30 may be configured to determine that the distance of the obstacle from the proximity sensors 30 is less than or equal to a prescribed distance. In some embodiments, one or more of proximity sensors 30 may be configured to identify a type of obstacle and also measure the distance between the obstacle and the proximity sensor(s) 30. In some embodiments, one or more of proximity sensors 30 may each include two or more types of sensing elements that are integrated together to provide both obstacle detection and/or identification, and distance measurement. In various embodiments, proximity sensors 30 may include one or more from the following non-limiting list of examples: (e.g., millimeter-wave) radar sensing elements, ultrasonic sensing elements, laser sensing elements, light detection and ranging (LiDAR), capacitive (e.g., contact/touch) sensing elements, visible light cameras and/or thermal (e.g., infrared) sensing elements such as forward looking infrared (FLIR) cameras.
Instrument panel 32 may be operatively connected (e.g., in electronic communication, wired) to controller 34 so that controller 34 may control some aspects of operation of instrument panel 32 based on instructions 58. For example, based on parameter(s) 52, input(s) 57 and restricted output data 60, controller 34 may determine whether or not an obstacle is being detected, and determine whether or not the operation of watercraft 10 needs to be restricted to promote a safe operation of watercraft 10. Controller 34 may be configured to restrict the operation of watercraft 10 based on restricted output data 60 when an obstacle is being detected, and also cause instrument panel 32 to inform the operator accordingly.
Obstacle 62A is shown as a generic obstacle of an unknown type and obstacle 62B is shown as a specific obstacle of a known type such as a partially submerged overboard person for example. In some embodiments, proximity sensors 30 may simply detect a presence of generic obstacle 62A (e.g., provide a binary yes/no signal) without providing any identification of the type or size of obstacle 62A. In some embodiments, proximity sensors 30 may be configured to identify a type of obstacle 62B (e.g., person or animal) based on infrared energy or visible light emitted by obstacle 62B for example. In some embodiments, the layout of proximity sensors 30 may permit controller 34 to estimate a frontal size of obstacle 62 facing watercraft 10 based on which one(s) of proximity sensors 30 are detecting obstacle 62. In some embodiments, the layout of proximity sensors 30 may permit controller 34 to estimate a location of obstacle 62 relative to watercraft 10 based on which one(s) of proximity sensors 30 are detecting obstacle 62.
In some embodiments, proximity sensors 30 may include one or more capacitive (e.g., contact/touch) sensing elements that may detect contact of proximity sensors 30 by obstacle 62. For example, such contact/touch sensing elements may detect a person that may be partially overboard and/or that may be holding on to watercraft 10 for example, and that could hinder the safe operation of watercraft 10.
In some embodiments, proximity sensors 30 may include one or more visible light sensing elements that may also or instead be used to distinguish between different types of obstacles 62. For example, a visible light image may be analyzed by controller 34 using a suitable object recognition approach to determine whether contrasting tones within the visible light image are indicative of obstacle 62 being present in the water and within the field of view of the visible light sensing element. Such analysis may, for example, include: determining whether a ratio of areas of contrasting tones meets a prescribed criterion; determining whether a size or shape of a suspected obstacle 62 within the visible light image meets a prescribed criterion; and/or determining whether movement of obstacle 62 can be perceived by controller 34 based on changes in shape of the one or more regions within the visible light image. In some embodiments, instructions 58 may include object recognition algorithms which, when executed by data processor 54, predict a type of obstacle 62 from a visible light image of obstacle 62. Non-limiting examples of such object recognition algorithms include non-neural network approaches (e.g., scale-invariant feature transform) and neural network approaches (e.g., region based convolutional neural networks).
In some embodiments, when obstacle 62 is detected, instead of being prevented altogether, the propulsion of watercraft 10 may be restricted to a non-zero fraction (e.g., between 5% and 50%, and in some cases between 15% and 30%) of a maximum output power deliverable by powertrain 40 until obstacle 62 is no longer being detected and/or until an override command is received from the operator. For example, powertrain 40 may be restricted to approximately 20% of a maximum output power. In some embodiments, powertrain 40 may be restricted to a non-zero power output and/or rotational speed. For example, powertrain 40 may be restricted to a maximum power output of between 5 kW and 50 kW. In one example, powertrain 40 may be restricted to a maximum power output of 20 kW, which may prevent powertrain 40 from producing more than 20 kW of power while obstacle 62 is detected. Alternatively or additionally, powertrain 40 may be restricted to a maximum rotation speed of between 1000 RPM and 5000 RPM, and may be restricted to 4000 RPM in some cases. This may prevent powertrain 40 from exceeding 4000 RPM while obstacle 62 is detected. The amount of restriction may be selected to still permit the maneuvering of watercraft 10 near obstacle 62 while reducing the risk of damage being caused to watercraft 10 or to obstacle 62 in the event of a collision, and/or reducing the risk of injury to an overboard person.
In some embodiments, different restrictions on the operation of watercraft 10 may be used in different situations based on obstacle type, obstacle location, the distance between obstacle 62 and watercraft 10, and/or the direction of propulsion relative to obstacle 62. For example, in the event of an overboard person being detected behind outlet 24 of nozzle 26 of watercraft 10, the propulsion of watercraft 10 may be prevented altogether. However, in the event of an inanimate object (e.g., dock) being detected to a side of watercraft 10, some propulsion of watercraft 10 may be permitted but limited to a restricted output. In other scenarios such as when obstacle 62 is an inanimate object, propulsion of watercraft 10 toward obstacle 62 may be more restricted than propulsion of watercraft 10 away from obstacle 62. The propulsion direction may be determined based on a sensed orientation of nozzle 26 or a current steering input for example.
In embodiments where different restrictions are used in different situations, restricted output data 60 may have the form of a look-up table that may be used by controller 34 to apply the appropriate restricted output (e.g., RO1-RO6) based on the applicable situation characterised by the obstacle type, obstacle location (e.g., front, behind, side), obstacle distance (e.g., D1-D12), and/or whether propulsion of watercraft 10 is being commanded toward or away from obstacle 62.
For example, in reference to
For example, in reference to
For example, in reference to
Restricting the actual output from powertrain 40 may include causing the actual output from powertrain 40 to be less than the commanded output from powertrain 40. In other words, the actual output from powertrain 40 may be limited to the restricted output when the commanded output is greater than the restricted output.
In some embodiments, method 1000 may include determining whether propulsion of watercraft 10 is paused (e.g., when watercraft 10 is parked) before or when determining whether obstacle 62 is detected via proximity sensor(s) 30. For example, in some embodiments, restricting the operation of watercraft 10 may be performed only after propulsion of watercraft 10 has been paused (i.e., watercraft 10 has not been propelled) for a prescribed duration (block 1008). In other words, determining whether propulsion of watercraft 10 is paused may include detecting an absence of the propulsion command of block 1004 for a prescribed minimum amount of time. In various embodiments, the prescribed minimum amount of time may be between 30 seconds and 600 seconds. For example, if no throttle input is detected for 120 seconds, it may be determined that propulsion of watercraft 10 is paused. In some embodiments of method 1000, detecting that propulsion of watercraft 10 has been paused may be combined with a determination that a speed of watercraft 10 is below a prescribed speed before proceeding to block 1002.
When propulsion of watercraft 10 is paused (e.g., watercraft 10 is parked), an operator may potentially forget or otherwise be unaware that watercraft 10 is still in a fully active state (e.g., the READY state). This unawareness of watercraft 10 being in a fully active state may be more likely when watercraft 10 is electrically powered, as there may be no engine noise that indicates that watercraft 10 is fully active. In one example, after a period of no propulsion of watercraft 10, an operator may forget that watercraft 10 is fully active and inadvertently actuate accelerator 36. In another example, an operator might mount watercraft 10 without knowledge that watercraft 10 is in a fully active state and inadvertently actuate accelerator 36 while mounting watercraft 10. By restricting operation (e.g., propulsion) of watercraft 10 when propulsion of watercraft 10 is paused for a certain duration and an obstacle 62 is detected, the risk of collision of watercraft 10 with the obstacle 62 and/or the risk of (e.g., hydrostatic) injury to an overboard person behind watercraft 10 may be reduced in some situations.
In some embodiments, block 1008 may include determining whether watercraft 10 is parked (i.e., stopped, left on the body of water for a period of time without being propelled). For example, watercraft 10 may be considered parked when stopped on the water where the operator and optionally one or more passengers may be on watercraft 10 or may be swimming near watercraft 10. Watercraft 10 may be considered parked even if watercraft 10 is in a READY state. In some embodiments, block 1008 may include determining whether watercraft 10 is substantially stationary where a speed of watercraft 10 is at or below a prescribed speed indicating that watercraft 10 is not being propelled by powertrain 40. For example, watercraft 10 may be considered parked even if not completely stationary when watercraft 10 may be drifting due to a wind and/or due to a current in the body of water on which watercraft 10 is floating. Watercraft 10 may be considered parked when a speed of watercraft 10 is substantially 0 km/h. Watercraft 10 may be considered parked when moored or anchored.
Method 1000 may include ceasing to detect the presence of obstacle 62 using proximity sensor(s) 30. When obstacle 62 is no longer being detected, method 1000 may cease to restrict the operation of watercraft 10 to the restricted output associated with the presence of obstacle 62 (block 1010). For example, if obstacle 62 ceases to be detected when the propulsion command is being restricted, method 1000 may proceed to block 1010 and cease to restrict the propulsion command to the restricted output associated with the presence of obstacle 62. Similarly, subsequent propulsion commands received when obstacle 62 is no longer detected would be executed without restricting the actual output from powertrain 40 to the restricted output associated with the presence of obstacle 62.
In some embodiments, method 1000 may include the use of an override mechanism (block 1012) that allows the operator to deactivate the restriction of watercraft 10 despite the presence of obstacle 62 being detected if the operator believes that it is safe to propel watercraft 10 without the restriction. For example, the operator may choose to provide an override command to deactivate the restriction. The override command may include ceasing to provide the propulsion command that is currently being restricted, and then providing a subsequent propulsion command (i.e., releasing and re-engaging accelerator 36). In this situation, method 1000 may execute the subsequent propulsion command without restricting the actual output from powertrain 40 to the restricted output associated with the presence of obstacle 62. In this scenario, the first propulsion command may be perceived as potentially being inadvertent, and/or the receipt of the first propulsion command may be perceived as the operator potentially not being aware of obstacle 62. After restricting the first propulsion command and optionally alerting the operator of obstacle 62, the receipt of the subsequent propulsion command within a prescribed amount of time may indicate that the subsequent propulsion command is intentional.
In some embodiments, the override mechanism at block 1012 may include the receipt of an overriding command from the operator such as a braking command via brake lever 38 for example. A dedicated input device (e.g., button or switch) on instrument panel 32 may also or instead provide an overriding command. The overriding command may be received after receiving the propulsion command that has been restricted and before receiving a subsequent propulsion command. The overriding command may be perceived as a deliberate action to deactivate the restriction by the operator. In this embodiment, the subsequent propulsion command may be executed conditioned upon the overriding (e.g., braking) command having been received.
In some embodiments, method 1000 may include, when obstacle 62 is detected and/or propulsion of watercraft 10 is paused, watercraft 10 automatically entering into a particular state that restricts propulsion of the watercraft 10 (e.g., a collision avoidance state or SAFETY state). This SAFETY state may allow some propulsion of watercraft 10 according to propulsion commands received via accelerator 36, but with associated power and/or rotational speed limits for powertrain 40 to help ensure the safety of watercraft 10, the operator and any bystanders. The SAFETY state may be exited to the READY state when the obstacle 62 is no longer detected or when an overriding command is received.
Proximity sensor(s) 30 may detect the overboard person by detecting that a temperature of the overboard person is higher than a temperature of water adjacent the overboard person. In some embodiments, proximity sensor(s) 30 may include an infrared sensing element for detecting infrared energy emitted by the overboard person for example. In some embodiments, method 2000 may include measuring a distance of the overboard person from watercraft 10. In some embodiments, restricting the actual output from jet propulsion system 20 may include preventing propulsion of watercraft 10 via jet propulsion system 20. In various embodiments, the restricted output may correspond to a zero value or a non-zero value of output power lower than the maximum output power deliverable by the powertrain of watercraft 10.
Further aspects of methods 1000 and 2000 are described below in reference to
Instrument panel 32 may include speedometer 72 indicating a current speed of watercraft 10 in km/h, tachometer 74 indicating a current operating speed of motor 42 in revolutions-per-minute (RPM), power indicator 76 indicating an amount of power being generated by powertrain 40 of watercraft 10 for driving jet propulsion system 20, a battery SoC indicator 78 associated with battery 44, and/or other analog or digital readouts.
In some embodiments, the operator interface may also communicate to the operator how the actual output from powertrain 40 is being restricted in the event of the presence of obstacle 62 being detected. This may promote the operator's situational awareness and indicate how watercraft 10 is expected to behave in response to a propulsion command. For example, power indicator 76 may indicate power output limit L1 associated with the presence of obstacle 62 being detected. Power output limit L1 may be indicative of a maximum amount of power that can be output from powertrain 40 when obstacle 62 is detected. Power output limit L1 may correspondingly limit the amount of thrust generated by jet propulsion system 20. Power output limit L1 may be lower than a maximum output power capable of being indicated by power meter 76. Power output limit L1 may be visually indicated by first band 80A extending along the scale of power meter 76 and showing a region along the scale that is currently unavailable due to the restriction. Power indicator 76 may include a needle or a power indication band dynamically movable along the scale of power indicator 76 to indicate a current amount of power being generated by powertrain 40.
In various embodiments, operational limits imposed on watercraft 10 due to the presence of obstacle 62 may be displayed on power indicator 76, on speedometer 72, and/or on tachometer 74. For example, RPM limit L2 may be provided on tachometer 74 to indicate a maximum operating rotational speed at which motor 42 can operate when obstacle 62 is detected. RPM limit L2 may correspondingly limit the amount of thrust generated by jet propulsion system 20. RPM limit L2 may be lower than a maximum operating speed of motor 42 capable of being indicated by tachometer 74. RPM limit L2 may be visually indicated by second band 80B extending along the scale of tachometer 74 and showing a region along the scale that is currently unavailable due to the restriction. Tachometer 74 may include a needle or a RPM indication band dynamically movable along the scale of tachometer 74 to indicate a current operating speed of motor 42.
The operator interface may include obstacle indication 68, a graphical representation of watercraft 10, and a graphical representation of obstacle 62 shown in relation to watercraft 10. In reference to
The embodiments described in this document provide non-limiting examples of possible implementations of the present technology. Upon review of the present disclosure, a person of ordinary skill in the art will recognize that changes may be made to the embodiments described herein without departing from the scope of the present technology.
This application claims priority from U.S. Provisional Patent Application No. 63/398,916, filed Aug. 18, 2022, which is incorporated by reference in its entirety herein.
| Number | Date | Country | |
|---|---|---|---|
| 63398916 | Aug 2022 | US |
