Patent Application
20250042524
This application claims the benefit of priority to Japanese Patent Application No. 2023-127946 filed on Aug. 4, 2023. The entire contents of this application are hereby incorporated herein by reference.
The present invention relates to watercraft.
Small watercraft such as outboard watercraft and jet propulsion watercraft, particularly, planing watercraft, often include an arrangement for adjustment of the trim of a hull.
US 2021/0141396 A1 discloses a small watercraft capable of changing the trim thereof based on a value corresponding to a change in watercraft speed. Further, US 2022/0177087 A1 discloses a watercraft configured to determine whether or not a water surface is calm, and to change the trim thereof based on the result of the determination.
The inventor of example embodiments of the present invention described and claimed in the present application conducted an extensive study and research regarding a watercraft, such as the one described above, and in doing so, discovered and first recognized new unique challenges and previously unrecognized possibilities for improvements as described in greater detail below.
The watercraft described above includes an acceleration operator to be operated to manually adjust the output of a propulsion device, and a trim operator to be operated to manually adjust the trim of the watercraft. A user (a watercraft operator) can achieve various movement characteristics by operating the acceleration operator and the trim operator. In order to achieve a movement characteristic desired by the user, the acceleration operator and the trim operator should be properly operated. Therefore, the user needs to have substantial knowledge and experience.
In view of the foregoing, example embodiments of the present invention provide watercraft that can be easily maneuvered to achieve a desired movement characteristic even by a user having less knowledge and experience.
In order to overcome the previously unrecognized and unsolved challenges described above, an example embodiment of the present invention provides a watercraft including a hull, a propulsion device to generate a propulsive force to propel the hull, a trim adjuster to change the trim of the hull, a mode setter operable by a user (a watercraft operator) to selectively set a watercraft movement characteristic mode, and a controller. The controller is configured or programmed to control the propulsion device according to a propulsive force control characteristic defined for the mode set by the mode setter and to control the trim adjuster according to a trim control characteristic defined for the mode set by the mode setter.
With this arrangement, the user operates the mode setter to select the watercraft movement characteristic mode. The controller controls the propulsion device according to the propulsive force control characteristic defined for the selected mode, and controls the trim adjuster according to the trim control characteristic defined for the selected mode. Therefore, both the propulsive force characteristic and the trim characteristic can be properly controlled simply by selecting a desired mode, so that even a user having less knowledge and experience can easily achieve a desired movement characteristic by performing a simple operation.
In an example embodiment of the present invention, the propulsive force control characteristic includes at least one of an upper limit watercraft speed or an upper limit watercraft acceleration rate. With this arrangement, the mode setting by the mode setter makes it possible to define the propulsive force control characteristic with at least one of the upper limit watercraft speed or the upper limit watercraft acceleration rate, so that even a user having less knowledge and experience can easily achieve a desired propulsive force characteristic by performing a simple operation.
In an example embodiment of the present invention, the watercraft movement characteristic mode to be selectively set by the mode setter includes a first mode in which the propulsive force control characteristic includes the upper limit watercraft speed set to a first value, and a second mode in which the propulsive force control characteristic includes the upper limit watercraft speed set to a second value that is smaller than the first value.
With this arrangement, the upper limit watercraft speed is set to the first value if the first mode is selected, and the upper limit watercraft speed is set to the second value smaller than the first value if the second mode is selected. Thus, the upper limit watercraft speed can be properly set by the mode selection.
The second value may be greater than the first value. The first value may be equal to the second value. That is, in two or more modes to be selectively set by the mode setter, the upper limit watercraft speed may be set to different values or may be set to the same value.
In an example embodiment of the present invention, the watercraft movement characteristic mode to be selectively set by the mode setter further includes a third mode in which the propulsive force control characteristic does not include the upper limit watercraft speed. With this arrangement, the upper limit watercraft speed is not set if the third mode is selected. This makes it possible to achieve a movement characteristic without a speed limit.
In an example embodiment of the present invention, the watercraft movement characteristic mode to be selectively set by the mode setter includes a fourth mode in which the trim control characteristic includes the trim of the hull being changeable when the watercraft is driven in the fourth mode. With this arrangement, the trim control characteristic is set so that the trim of the hull is automatically changed during the driving of the watercraft if the fourth mode is selected. Thus, the watercraft can travel with the trim properly set through automatic control by the controller.
The trim control characteristic may include the trim of the hull being changeable according to the state of the watercraft when the watercraft is driven in the fourth mode. The state of the watercraft preferably includes at least one selected from a speed of the watercraft, an output of the propulsion device, a surrounding hydrographic state of the watercraft, an acceleration/deceleration state of the watercraft, or a turning state of the watercraft. This definition also applies to the following description.
In an example embodiment of the present invention, the watercraft movement characteristic mode to be selectively set by the mode setter includes a fifth mode in which the trim control characteristic includes the trim of the hull being maintained constant when the watercraft is driven in the fifth mode. With this arrangement, the trim control characteristic is set so that the trim of the hull is fixed if the fifth mode is selected. Thus, the watercraft can travel with the trim fixed. The trim is preferably fixed at a position that conforms to a propulsive force control characteristic defined for the fifth mode. Thus, the propulsive force control characteristic and the trim control characteristic conform to each other such that a movement characteristic desired by the user can be easily achieved.
The trim control characteristic may include the trim of the hull being maintained constant irrespective of the state of the watercraft when the watercraft is driven in the fifth mode.
In an example embodiment of the present invention, the watercraft movement characteristic mode to be selectively set by the mode setter includes a sixth mode in which the trim control characteristic includes the trim of the hull being changeable according to the state of the watercraft, and a seventh mode in which the trim control characteristic includes the trim of the hull being maintained constant irrespective of the state of the watercraft.
With this arrangement, the trim of the hull is changeable according to the state of the watercraft if the sixth mode is selected, and the trim of the hull is maintained constant irrespective of the state of the watercraft if the seventh mode is selected. Thus, the trim control characteristic is changed by the mode selection. Since the trim control characteristic can be properly set simply by the mode selection, a movement characteristic desired by the user can be easily achieved.
In an example embodiment of the present invention, the watercraft is a planing watercraft. Examples of the planing watercraft include a waterjet propulsion watercraft and an outboard watercraft.
In an example embodiment of the present invention, the watercraft movement characteristic mode to be selectively set by the mode setter includes an eighth mode in which the trim control characteristic includes the trim of the hull being set to a first trim when the speed of the watercraft falls within a non-planing speed range, and the trim of the hull is set to a second trim that is greater than the first trim when the speed of the watercraft falls within a planing speed range.
With this arrangement, if the eighth mode is selected, the trim of the hull is controlled to the first trim when the watercraft speed falls within the non-planing speed range, and is controlled to the second trim greater than the first trim when the watercraft speed falls within the planing speed range. The relatively smaller first trim is suitable for transition of the traveling state of the watercraft (planing watercraft) from a non-planing state to a planing state, but leads to a higher traveling resistance because of a greater water contact area. The relatively larger second trim is not suitable to promote the transition from the non-planing state to the planing state, but leads to a lower traveling resistance because of a smaller water contact area and, thus, to a higher energy efficiency during the traveling (planing) of the watercraft. By thus setting the trim of the hull to the first trim for the non-planing speed range and to the second trim for the planing speed range, the watercraft traveling state can speedily transition from the non-planing state to the planing state, and the energy efficiency can be improved when the watercraft is in the planing state. Therefore, the eighth mode, which is a so-called economy mode, makes it possible to easily achieve a movement characteristic having a higher energy efficiency.
The non-planing speed range may be a speed range (pre-half-planing speed range) lower than a lower limit watercraft speed at which the watercraft is brought into a half-planing state. Further, the planing speed range may be a speed range (post-half-planing speed range) not lower than the lower limit watercraft speed at which the watercraft is brought into the half-planing state.
In an example embodiment of the present invention, the propulsion device is a waterjet propulsion device. The trim of the hull of a watercraft including the waterjet propulsion device (i.e., a waterjet propulsion watercraft) can be adjusted by changing the waterjet jetting direction of the waterjet propulsion device vertically up and down.
In an example embodiment of the present invention, the watercraft movement characteristic mode to be selectively set by the mode setter includes a ninth mode in which the trim control characteristic includes the trim of the hull being fixed to direct a waterjet jetted from the waterjet propulsion device downward with respect to a water surface.
With this arrangement, the direction of the waterjet jetted from the waterjet propulsion device can be fixed to lower than the water surface by selecting the ninth mode. Thus, the watercraft can travel while preventing the waterjet from being jetted above the water surface behind the watercraft. The ninth mode is useful, for example, when towable devices such as a wake board or a tube is towed by the watercraft (waterjet propulsion watercraft), and makes it possible to prevent the waterjet from splashing over persons on the wake board, the tube or the like. When the ninth mode is named “towing mode,” for example, even a user having less knowledge and experience can drive the watercraft with the trim of the hull properly set for towing.
In an example embodiment of the present invention, the watercraft further includes a movable sponson attached to the hull, and a sponson actuator to move the sponson. The controller is configured or programmed to control the sponson actuator according to a sponson control characteristic defined for the mode set by the mode setter. With this arrangement, the sponson control characteristic can also be selected by the mode selection. Thus, the watercraft can achieve a desired movement characteristic by a simple operation.
In an example embodiment of the present invention, the watercraft movement characteristic mode to be selectively set by the mode setter includes a tenth mode in which the sponson control characteristic includes the sponson being maintained at a fixed position when the watercraft is driven in the tenth mode.
In an example embodiment of the present invention, the watercraft movement characteristic mode to be selectively set by the mode setter includes an eleventh mode in which the sponson control characteristic includes the position of the sponson being changeable when the watercraft is driven in the eleventh mode.
In an example embodiment of the present invention, the watercraft further includes a display to display watercraft maneuvering information, and to change a display color of a predetermined display area thereof according to the mode set by the mode setter. With this arrangement, the display color of the predetermined display area of the display corresponds to the selected mode. Therefore, the user can easily recognize the selected mode so that a movement characteristic desired by the user can be easily achieved.
Two or more of the aforementioned features may be combined.
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.
The watercraft 1 includes a watercraft hull 2 (hull) that floats on a water surface, and a propulsion device 9 to propel the watercraft hull 2. The watercraft hull 2 includes a body 3 defining a watercraft bottom portion and watercraft side portions, and a deck 4 provided above the body 3. The propulsion device 9 is provided inside the watercraft hull 2. The propulsion device 9 is a waterjet propulsion device that generates a thrust by sucking water from the watercraft bottom portion and jetting the water rearward.
The watercraft 1 further includes a seat 5 on which a user (a watercraft user) sits, and a steering handle bar 6 to be operated by the user to steer the watercraft 1. The seat 5 may be a single seat, or may be a double seat or a triple seat. The watercraft 1 further includes an accelerator lever 7 (acceleration operator) to be operated by the user to change the magnitude of a thrust to be generated by the propulsion device 9 to advance the watercraft hull 2, and a reverse lever 8 (reverse operator) to be operated by the user to change the magnitude of a thrust to be generated by the propulsion device 9 to reverse the watercraft hull 2.
The steering handle bar 6 includes two handle grips 6g respectively attached to opposite ends thereof to be gripped by the right and left hands of the user. The steering handle bar 6 is pivotable leftward and rightward with respect to the watercraft hull 2 about a steering shaft (not shown) extending diagonally forward and downward from the steering handle bar 6. The accelerator lever 7 and the reverse lever 8 are pivotable together with the steering handle bar 6 leftward and rightward with respect to the watercraft hull 2.
The accelerator lever 7 and the reverse lever 8 are attached to the steering handle bar 6. The accelerator lever 7 is disposed forward of the right handle grip 6g. The reverse lever 8 is disposed forward of the left handle grip 6g. The accelerator lever 7 is supported in a cantilevered manner so as to be pivotable forward and rearward with respect to the steering handle bar 6. The reverse lever 8 is also supported in a cantilevered manner so as to be pivotable forward and rearward with respect to the steering handle bar 6.
The accelerator lever 7 is movable in a range from a maximum output position to a minimum output position with respect to the steering handle bar 6. The maximum output position is an operation position indicating the maximum output of an engine 10 which is a drive source of the propulsion device 9. The minimum output position is an operation position indicating the minimum output of the engine 10. The minimum output position is an engine idling position at which the engine 10 is idled. The accelerator lever 7 is generally maintained at the minimum output position when it is not operated. The output of the engine 10 (i.e., the output of the propulsion device 9) is increased as the accelerator lever 7 approaches the maximum output position.
As shown in
The propulsion device 9 further includes a deflector 17 to deflect the water jetted rearward from the nozzle 16 leftward and rightward. The water supplied from the nozzle 16 is jetted rearward from the jet port 17p of the deflector 17 such that the deflector 17 generates a straight water stream jetted from the jet port 17p. The deflector 17 is pivotable leftward and rightward with respect to the nozzle 16. The nozzle 16 is fixed to the body 3 of the watercraft hull 2. With the deflector 17 tilted leftward or rightward with respect to the nozzle 16, the flow of the water jetted rearward from the deflector 17 is also tilted leftward or rightward with respect to the nozzle 16. Thus, a thrust is generated to turn the watercraft 1.
When the user moves the steering handle bar 6, the deflector 17 is pivoted leftward or rightward with respect to the nozzle 16. The watercraft 1 may include a push/pull cable (not shown) that transmits the movement of the steering handle bar 6 to the deflector 17. The watercraft 1 may include, instead of the push/pull cable, a steering actuator (not shown) that pivots the deflector 17 leftward and rightward with respect to the nozzle 16 based on the detection value of a steering position sensor (not shown) that detects the position of the steering handle bar 6.
The propulsion device 9 includes a bucket 18 to change the direction of the water jetted rearward from the deflector 17 to a forward direction. The bucket 18 includes jet ports 18p through which the water jetted rearward from the deflector 17 is jetted forward. The bucket 18 is attached to the nozzle 16. The bucket 18 is pivotable upward and downward within a range from an F-position (a position shown in
The propulsion device 9 includes a reverse actuator 19 to pivot the bucket 18 upward and downward within the range from the F-position to the R-position. The reverse actuator 19 includes an electric motor. The reverse actuator 19 may include an actuator other than the electric motor. The reverse actuator 19 is connected to an ECU 31 to be described below. When the user operates the reverse lever 8, the ECU 31 drives the reverse actuator 19 to move the bucket 18 such that the bucket 18 is located at a position corresponding to the position of the reverse lever 8.
When the water is jetted rearward from the deflector 17 with the bucket 18 located at the F-position, the jetted water is not hindered by the bucket 18 and flows rearward. Thus, the thrust is generated in a watercraft advancing direction. When the water is jetted rearward from the deflector 17 with the bucket 18 located at the R-position, the jetted water hits the bucket 18, and flows forward from the jet ports 18p of the bucket 18. Thus, the thrust is generated in a watercraft reversing direction.
The deflector 17 is pivotable about a vertical steering axis As leftward and rightward with respect to the nozzle 16, and is pivotable about a horizontal trim axis At upward and downward with respect to the nozzle 16. With the deflector 17 tilted upward or downward with respect to the nozzle 16, the flow of the water jetted rearward from the deflector 17 is also tilted upward or downward with respect to the nozzle 16. When the water is jetted from the deflector 17 with the deflector 17 tilted upward or downward with respect to the nozzle 16 and with the bucket 18 located at the F-position, the thrust is generated to move the bow B1 of the watercraft hull 2 (see
The trim is one of indexes to be used to determine how much the watercraft 1 is tilted anteroposteriorly with respect to the water surface. The trim refers to a difference between a vertical distance from the water surface cross position of the bow B1 to the keel of the watercraft hull 2 and a vertical distance from the water surface cross position of the stern S1 to the keel of the watercraft hull 2. In other words, the trim refers to a difference between a vertical distance from a waterline WL at the bow B1 (see
When the water is jetted from the deflector 17 with the deflector 17 tilted upward with respect to the nozzle 16 and with the bucket 18 located at the F-position, the thrust is generated to move the bow B1 upward with respect to the stern S1. When the water is jetted from the deflector 17 with the deflector 17 tilted downward with respect to the nozzle 16 and with the bucket 18 located at the F-position, on the other hand, the thrust is generated to move the bow B1 downward with respect to the stern S1. That is, the trim of the watercraft hull 2 is increased or reduced according to the vertical position of the deflector 17.
In the following description, the upward movement of the bow B1 with respect to the stern S1 is often referred to as “trim up” and the downward movement of the bow B1 with respect to the stern S1 is often referred to as “trim down.” In the following description, the vertical position of the deflector 17 with respect to the nozzle 16 is often referred to as “trim position.” The trim position is herein synonymous with the trim angle of the deflector 17 indicating the upward or downward angle of the center line of the deflector 17 with respect to the center line of the nozzle 16. The trim of the watercraft hull 2 is increased as the trim position becomes higher. The trim of the watercraft hull 2 is reduced as the trim position becomes lower.
The watercraft 1 includes a trim adjuster 21 to adjust the trim position to adjust the trim of the watercraft hull 2. In
The deflector 17 is pivotable upward and downward in a range from a lower limit trim position to a higher limit trim position with respect to the nozzle 16. In
The ECU 31 and the SCU 32 each include a computer. The ECU 31 is programmed to cause the watercraft 1 to perform a process to be described below. The ECU 31 includes a memory 31m that stores a program and other information, and a processor 31c (CPU: Central Processing Unit) that performs computations and provides commands according to the program stored in the memory 31m. The ECU 31 further includes an input interface 31i to acquire the detection values of sensors provided in the watercraft 1, an output interface 31o to drive the electric devices provided in the watercraft 1, and a communication interface 31co to communicate via the communication network N1. Though not shown, the SCU 32 also includes a memory, a processor (CPU), an input interface, an output interface, and a communication interface.
The ECU 31 can control the reverse actuator 19 and the trim actuator 20 via the SCU 32. That is, the SCU 32 operates the reverse actuator 19 and the trim actuator 20 according to a command supplied from the ECU 31. The ECU 31 may be configured to directly control the reverse actuator 19 and the trim actuator 20 without the provision of the SCU 32.
The watercraft 1 includes an accelerator position sensor 33 to detect the position of the accelerator lever 7, a reverse position sensor 34 to detect the position of the reverse lever 8, and an engine speed sensor 35 to detect the rotation speed of the engine 10. The watercraft 1 further includes a bucket position sensor 36 to detect the position of the bucket 18, a trim position sensor 37 to detect the trim position of the deflector 17, a watercraft speed sensor 38 to detect a watercraft speed (the speed of the watercraft 1), and a capsize sensor 39 to detect whether or not the watercraft hull 2 is capsized. These sensors are connected to the ECU 31. The watercraft speed sensor 38 includes, for example, a GNSS (Global Navigation Satellite System) receiver, and outputs information indicating the speed of the watercraft hull 2, for example, by utilizing a GPS (Global Positioning System). Alternatively, a sensor such as Pitot tube may be used as the watercraft speed sensor 38. The watercraft speed may be estimated, for example, by performing a computation process on the engine rotation speed detected by the engine speed sensor 35 instead of detecting the watercraft speed by the watercraft speed sensor 38.
The ECU 31 changes the output of the engine 10 based on the detection value of the accelerator position sensor 33. Similarly, the ECU 31 drives the reverse actuator 19 based on the detection value of the reverse position sensor 34 to change the position of the bucket 18 and to change the output of the engine 10. Further, the ECU 31 detects, based on the detection value of the bucket position sensor 36, where the bucket 18 is located in the range from the F-position to the R-position. Therefore, the ECU 31 determines, based on the detection value of the bucket position sensor 36, whether the shift mode of the watercraft 1 is an F-mode in which a forward propulsive force is applied to the watercraft 1 or an R-mode in which a reverse propulsive force is applied to the watercraft 1.
The capsize sensor 39 is an ON/OFF sensor to be switched between ON and OFF. The capsize sensor 39 is attached to the watercraft hull 2. The capsize sensor 39 is also referred to as overturn sensor. When the watercraft hull 2 is capsized or the watercraft hull 2 is significantly tilted leftward or rightward, the capsize sensor 39 is switched from OFF to ON. When the vertical acceleration rate of the watercraft hull 2 is great, the capsize sensor 39 is also switched between ON and OFF. When the watercraft 1 goes over big waves, for example, great downward and upward inertial forces are applied to the capsize sensor 39 such that the capsize sensor 39 is switched from OFF to ON and then back to OFF. If the capsize sensor 39 is continuously maintained in an ON state, the ECU 31 determines that the watercraft hull 2 is capsized, and stops the engine 10.
The watercraft 1 includes a display 40 to display information about the watercraft 1. The display 40 may be a touch panel display including a touch panel as an exemplary input device. In the present example embodiment, description will be given to a case in which the display 40 is the touch panel display, but the input device may be provided separately from the display 40. The display 40 is provided in the vicinity of the steering handle bar 6 (see
The watercraft 1 includes the trim switch 41 to be operated by the user to move the bow B1 upward or downward with respect to the stern S1. Specifically, the trim switch 41 includes a trim up switch 41u to be operated by the user for the trim up, and a trim down switch 41d to be operated by the user for the trim down by way of example. The trim switch 41 may include a single button that serves as both the trim up switch 41u and the trim down switch 41d. In
When the trim switch 41 is operated, the ECU 31 causes the trim actuator 20 to move the deflector 17 to locate the deflector 17 at any one of the second trim down position D2, the first trim down position D1, the neutral trim position N, the first trim up position U1, and the second trim up position U2.
The watercraft 1 includes a trim mode setter 43 to be operated by the user to select the trim mode of the watercraft 1. In the present example embodiment, the trim mode setter 43 is a software button displayed on the touch panel display 40, but may be a mechanical switch. When the trim mode setter 43 is operated, the ECU 31 selects one of a plurality of trim modes including a manual trim mode (MT mode) and an automatic trim mode (AT mode).
In the manual trim mode, the ECU 31 changes the trim position of the deflector 17 only when the trim switch 41 is operated. In the automatic trim mode, the ECU 31 changes the trim position of the deflector 17 not only when the trim switch 41 is operated but also when the trim switch 41 is not operated.
Further, the watercraft 1 includes a mode setter 44 to be operated by the user to selectively set a watercraft movement characteristic mode (traveling mode) related to the movement characteristic of the watercraft 1. In the present example embodiment, the mode setter 44 includes software buttons displayed on the touch panel display 40. Of course, the mode setter 44 may include mechanical switches.
The economy mode is a traveling mode in which the fuel efficiency is prioritized. In the economy mode, a speed that provides a higher fuel efficiency is set as an upper limit speed, and a watercraft acceleration rate that provides a higher fuel efficiency (relatively slow acceleration) is set as an upper limit acceleration rate. Further, the trim position is automatically controlled to a trim down position before the watercraft hull 2 is brought into a planing state, and is automatically controlled to the neutral trim position after the watercraft hull 2 is brought into the planing state. This makes it possible to promote speedy transition to the planing state when the watercraft 1 travels at a lower speed (particularly when the watercraft 1 is started), and to efficiently transmit the propulsive force to the watercraft hull 2 after the transition to the planing state.
The towing mode is a traveling mode suitable for towing. Towing means that the watercraft travels while towing towable devices such as a wake board or a tube. The towing mode provides a traveling state such that the watercraft speed and the watercraft acceleration rate are comfortable for persons on the wake board, the tube or the like, and the waterjet jetted from the propulsion device 9 is less liable to splash over the persons. Specifically, an upper limit speed suitable for towing is set, and an upper limit acceleration rate that provides slower acceleration suitable for towing is set. Further, the trim position is set to a trim down position (specifically, the second trim down position D2) so as to prevent the water from splashing over the persons behind the watercraft hull 2.
The comfort mode is a traveling mode that provides the comfort of the passenger of the watercraft 1. In the comfort mode, the user can adjust the watercraft speed up to a maximum available watercraft speed determined by the performance of the engine and the like without setting the upper limit speed and the upper limit acceleration rate. The trim position is automatically controlled so as to provide comfortable riding of the passenger (Comfort Auto Trim). Specifically, the trim position is automatically controlled so as to achieve smooth acceleration (Launch Control). Further, the trim position is automatically controlled so that water is less liable to splash over the passenger when the watercraft 1 travels through waves on a rough water surface (Spray Control).
The performance mode is a traveling mode that provides a maximum movement characteristic. In the performance mode, neither the upper limit speed nor the upper limit acceleration rate is set. Therefore, the user can enjoy the traveling of the watercraft 1 by utilizing the intrinsic speed/acceleration rate performance of the watercraft 1 by operating the accelerator lever 7. The trim position is automatically controlled so as to maximize the acceleration performance of the watercraft 1 and improve the cornering performance of the watercraft 1 (Performance Auto Trim). Specifically, when the watercraft 1 is accelerated, the trim position is automatically controlled so as to apply the propulsive force of the propulsion device 9 to the watercraft hull 2 most efficiently (Launch Control). Further, a situation just before cornering is automatically detected and the trim position is automatically controlled to a trim down position such that the bow of the watercraft 1 is lowered to achieve sporty cornering (Cornering Control).
The automatic trim setting 83 may be configured so as to select any one of Comfort Auto Trim, Performance Auto Trim, and Auto Trim Off (manual trim control without performing the automatic trim position control). Comfort Auto Trim is an automatic trim control in which importance is placed on the comfort of the passenger. Performance Auto Trim is an automatic trim control in which importance is placed on the maximization of the movement characteristic of the watercraft 1.
The ON/OFF button 84 is operated to select whether or not the settings of the upper limit speed, the upper limit acceleration rate, and the automatic trim control are to be used.
If the economy mode is selected (Step S12), the upper limit speed is set to a first speed (e.g., about 50 km/h), and the upper limit acceleration rate is set to the medium acceleration rate (MEDIUM). Further, the automatic trim control according to the watercraft speed is set. Then, the engine 10 and the trim actuator 20 are controlled according to these settings (Steps S17 and S18).
When the user performs an acceleration operation on the accelerator lever 7, the ECU 31 increases the engine rotation speed according to the operation amount of the accelerator lever 7. On the other hand, the ECU 31 controls the engine rotation speed so that the watercraft speed detected by the watercraft speed sensor 38 does not exceed the upper limit speed (first speed) even if the operation amount of the accelerator lever 7 is great. Further, the ECU 31 controls the change of the engine rotation speed so that the acceleration rate of the watercraft hull 2 does not exceed the upper limit acceleration rate (medium acceleration rate). The ECU 31 may compute the acceleration rate of the watercraft hull 2 by determining the per-unit-time change of the watercraft speed detected by the watercraft speed sensor 38. Where the upper limit acceleration rate is thus set to the medium acceleration rate to limit the acceleration, acceleration with a higher fuel efficiency can be easily achieved. Where a planing watercraft such as a waterjet propulsion watercraft travels at a very low speed, the planing watercraft has a greater water contact area and, thus, a higher traveling resistance. Therefore, slower acceleration does not necessarily lead to a higher fuel efficiency. In the present example embodiment, the medium acceleration rate is set to a value that provides acceleration with a higher fuel efficiency.
Further, the ECU 31 performs the automatic trim control to change the trim position based on the watercraft speed. Specifically, the ECU 31 controls the trim position to the third trim down position D3 when the watercraft speed falls within a non-planing speed range (more specifically, a pre-half-planing speed range), and controls the trim position to the neutral trim position N when the watercraft speed falls within a planing speed range (more specifically, a post-half-planing speed range). Thus, when the watercraft speed is in the non-planing speed range, the smooth transition to the planing state can be promoted and, when the watercraft speed is in the planing speed range, the water contact area can be reduced and the propulsive force can be efficiently applied to the watercraft hull 2. This makes it possible to achieve a higher fuel efficiency.
Thus, even a user having less knowledge and experience can achieve a traveling state in which the fuel efficiency is prioritized.
In the economy mode, the ECU 31 changes the trim position according to the watercraft speed (which is an example of the state of the watercraft 1). The initial value of the upper limit speed in the economy mode is set to the first speed, but the upper limit speed may be increased or reduced from the first speed by operation by the user. The upper limit speed for the economy mode may be increased or reduced (e.g., increased or reduced stepwise) within a predetermined range (e.g., 40 km/h to 65 km/h), for example, by operating a speed adjustment switch 42 provided on the steering handle bar 6 (see
If the towing mode is selected (Step S13), the upper limit speed is set to a second speed (e.g., about 25 km/h) that is lower than the first speed, and the upper limit acceleration rate is set to the medium acceleration rate (MEDIUM). Further, the trim position is set to the second trim down position D2. The upper limit acceleration rate may be preset to the lower acceleration rate (SLOW). The engine 10 and the trim actuator 20 are controlled according to these settings (Steps S17 and S18).
If the user performs the acceleration operation on the accelerator lever 7, the ECU 31 increases the engine rotation speed according to the operation amount of the accelerator lever 7. On the other hand, the ECU 31 controls the engine rotation speed so that the watercraft speed detected by the watercraft speed sensor 38 does not exceed the upper limit speed (the second speed) even if the operation amount of the accelerator lever 7 is great. Further, the ECU 31 controls the change of the engine rotation speed so that the acceleration rate of the watercraft hull 2 does not exceed the upper limit acceleration rate (e.g., the medium acceleration rate). Therefore, the watercraft speed is properly limited and the acceleration rate is properly limited irrespective of the operation state of the accelerator lever 7, so that the persons on the wake board, the tube or the like are comfortable.
Further, the ECU 31 controls the trim actuator 20 so that the trim position is fixed to the second trim down position D2. Thus, the waterjet from the propulsion device 9 is directed downward with respect to the water surface and, therefore, is not jetted on the water surface behind the watercraft 1.
Thus, even a user having less knowledge and experience can achieve a traveling state suitable for towing.
The initial value of the upper limit speed for the towing mode is set to the second speed, but the upper limit speed may be increased or reduced from the second speed by operation by the user. In the towing mode, the upper limit speed may be increased or reduced within a predetermined range (e.g., 15 km/h to 40 km/h), for example, by operating the speed adjustment switch 42 provided on the steering handle bar 6 (see
In the towing mode, the ECU 31 maintains the trim position constant irrespective of the state of the watercraft 1. In this case, the state of the watercraft 1 includes at least one of the watercraft speed, the output of the propulsion device 9, the surrounding hydrographic state of the watercraft 1, the acceleration/deceleration state of the watercraft 1, the turning state of the watercraft 1, or the like.
If the comfort mode is selected (Step S14), the upper limit speed is not set, so that the watercraft speed is not limited. The upper limit acceleration rate is set to the higher acceleration rate (FAST), so that the acceleration rate is not limited. The automatic trim control is set to Comfort Auto Trim. The engine 10 and the trim actuator 20 are controlled according to these settings (Steps S17 and S18).
If the user performs the acceleration operation on the accelerator lever 7, the ECU 31 increases the engine rotation speed according to the operation amount of the accelerator lever 7. Since the upper limit speed is not set, the watercraft 1 can travel at a watercraft speed according to the operation of the accelerator lever 7. Further, the upper limit acceleration rate is set to the higher acceleration rate, so that the acceleration rate is not limited. Therefore, the user can enjoy the intrinsic acceleration performance of the watercraft 1.
Further, the ECU 31 performs the automatic trim control according to Comfort Auto Trim. Comfort Auto Trim includes Launch Control to be used when the watercraft 1 travels at a lower speed (particularly, when the watercraft 1 is started), and Spray Control to be used when the watercraft 1 travels at a medium-to-higher speed. In Launch Control, the ECU 31 automatically controls the trim position to the third trim down position D3. This reduces or prevents the lift of the bow of the watercraft 1 when the watercraft speed is increased from the lower speed (particularly, when the watercraft 1 is rapidly accelerated), thus preventing the jumping of the watercraft hull 2. Thus, smooth acceleration can be achieved. In Spray Control, the ECU 31 determines the level of the hydrographic state. Specifically, the hydrographic state level indicates the state of the water surface on which the watercraft 1 travels, and is represented, for example, by a numeric value, which indicates a state, for example, ranging from a calm state to a rough state. If the ECU 31 determines that the watercraft 1 travels on rough water surface, the ECU 31 automatically controls the trim position to the third trim up position U3. This reduces or prevents the splashing of the passenger when the watercraft 1 travels through waves at a medium speed.
If the performance mode is selected (Step S15), the upper limit speed is not set so that the watercraft speed is not limited. The upper limit acceleration rate is set to the higher acceleration rate so that the acceleration rate is not limited. The automatic trim control is set to Performance Auto Trim. The engine 10 and the trim actuator 20 are controlled according to these settings (Steps S17 and S18).
If the user performs the acceleration operation on the accelerator lever 7, the ECU 31 increases the engine rotation speed according to the operation amount of the accelerator lever 7. Since the upper limit speed is not set, the watercraft 1 can travel at a watercraft speed according to the operation of the accelerator lever 7. Further, the upper limit acceleration rate is set to the higher acceleration rate so that the acceleration rate is not limited. Therefore, the user can enjoy the maximum acceleration performance.
Further, the ECU 31 performs the automatic trim control according to Performance Auto Trim. Specifically, Performance Auto Trim includes Launch Control to be used when the watercraft 1 travels at a lower speed (particularly, when the watercraft 1 is started), and Cornering Control to be used when the watercraft 1 travels at a medium- to-higher speed. In Launch Control, the ECU 31 automatically controls the trim position to the third trim down position D3. This reduces or prevents the lift of the bow of the watercraft 1 when the watercraft speed is increased from the lower speed (particularly, when the watercraft 1 is rapidly accelerated), thus preventing the jumping of the watercraft hull 2. Thus, smooth acceleration can be achieved. In Cornering Control, the ECU 31 detects whether the user has an intention of cornering. Typically, if the ECU 31 detects deceleration just before cornering, the ECU 31 automatically controls the trim position to the second trim down position D2. Thus, the bow of the watercraft 1 is lowered such that the trim provides a water contact resistance suitable for cornering.
If the custom mode is selected (Step S16), the ECU 31 performs a speed limiting control and an acceleration rate limiting control according to the upper limit speed and the upper limit acceleration rate set by the user (Step S17). If the automatic trim control is set, the ECU 31 performs the automatic trim control according to the setting (Step S18).
If none of the custom mode and the preset modes is selected, the ECU 31 controls the propulsion device 9 according to the operation of the accelerator lever 7 (Step S17), and controls the trim position according to the operation of the trim switch 41 (Step S18).
Further, the ECU 31 displays the selected traveling mode on the display 40 (Step S19) (also see the traveling mode display 56 in
If one of the mode selection buttons 71 to 75 is operated to select the corresponding one of the traveling modes, the automatic trim control is performed according to the selected traveling mode irrespective of the setting state of the automatic trim setting 83. In the comfort mode, the automatic trim control is Comfort Auto Trim. In the performance mode, the automatic trim control is Performance Auto Trim.
As described above, Comfort Auto Trim includes Launch Control and Spray Control.
Launch Control is performed if a lower speed traveling state (e.g., a watercraft speed of lower than 10 km/h) continues for not shorter than a predetermined period (e.g., 5 seconds). In Launch Control, the ECU 31 automatically controls the trim position to the third trim down position D3. If not shorter than the predetermined period (e.g., 5 seconds) passes after the watercraft 1 is brought out of the lower speed traveling state in Launch Control, Launch Control is cancelled. Thus, the watercraft 1 is brought into a standby state such that the trim position is automatically returned to that observed before the start of Launch Control. Further, Launch Control is also cancelled when the trim up switch 41u (see
Spray Control is performed according to the hydrographic state level if a medium speed traveling state (e.g., a watercraft speed of not lower than 10 km/h) continues for not shorter than the predetermined period (e.g., 5 seconds). In Spray Control, the ECU 31 automatically controls the trim position to the third trim up position U3. The hydrographic state level indicates the state of the water surface on which the watercraft 1 travels, and is represented, for example, by a numeric value, which indicates a state, for example, ranging from the calm state to the rough state. The hydrographic state level is determined by the ECU 31. The hydrographic state level may be determined, for example, based on the number of times of the ON/OFF of the capsize sensor 39, the number of times of abrupt change of the engine rotation speed, etc. (see US 2022/0177088 A1, which is hereby incorporated herein by reference).
If the watercraft 1 travels at a speed of not lower than a medium speed range on a rough water surface for not shorter than the predetermined period (e.g., 5 seconds), the ECU 31 performs Spray Control to fix the trim position to the third trim up position U3. This reduces or prevents the splashing of the passenger. If the watercraft speed continues to be lower than the medium speed range or the hydrographic state level continues to be the calm water state for not shorter than the predetermined period (e.g., 5 seconds), Spray Control is cancelled. Thus, the watercraft 1 is brought into the standby state such that the trim position is automatically returned to that observed before the start of Spray Control.
If the trim switch 41 (see
Performance Auto Trim includes Launch Control and Cornering Control. In Performance Auto Trim, Launch Control is performed in the same manner as in Comfort Auto Trim. In Performance Auto Trim, however, Launch Control may be an automatic trim control having a higher acceleration performance than in Comfort Auto Trim.
Cornering Control is performed if the ECU 31 detects that the user has an intention of cornering. Typically, the ECU 31 performs Cornering Control if detecting deceleration just before cornering (see US 2021/0141396 A1, which is hereby incorporated herein by reference). In Cornering Control, the ECU 31 automatically controls the trim position to the second trim down position D2. Thus, the bow of the watercraft 1 is lowered such that the trim provides a water contact resistance suitable for cornering. After a lapse of not shorter than the predetermined period (e.g., 5 seconds) from the start of Cornering Control, Cornering Control is cancelled such that the watercraft 1 is brought into the standby state. Thus, the trim position is automatically returned to that observed before the start of Cornering Control. When the trim up switch 41u is operated, Cornering Control is also cancelled.
If the trim switch 41 is operated in the standby state in which neither Launch Control nor Cornering Control is performed, the ECU 31 prioritizes the user's intention without performing Launch Control and Spray Control.
As described above, the watercraft 1 according to the present example embodiment includes the propulsion device 9 that generates the propulsive force to propel the watercraft hull 2 (hull), the trim adjuster 21 that changes the trim of the watercraft hull 2, the display 40 that functions as the mode setter 44 to be operated by the user to selectively set the watercraft movement characteristic mode (traveling mode), and the ECU 31 serving as the controller to control the trim adjuster 21 and the like. The ECU 31 controls the propulsion device 9 according to the propulsive force control characteristic defined for the traveling mode set by the operation of the display 40, and controls the trim adjuster 21 according to the trim control characteristic defined for the traveling mode set by the operation of the display 40. Therefore, both the propulsive force characteristic and the trim characteristic are properly controlled simply by selecting the desired mode by the operation of the display 40, so that even a user having less knowledge and experience can easily achieve the desired movement characteristic by performing the simple operation on the watercraft 1.
In an example embodiment, the propulsive force control characteristic includes at least one of the upper limit speed of the watercraft 1 or the upper limit acceleration rate of the watercraft 1 (both in the aforementioned example embodiment). By selecting the traveling mode by the operation of the display 40, therefore, the propulsive force control characteristic can include at least one of the upper limit speed of the watercraft 1 or the upper limit acceleration rate of the watercraft 1. Thus, even a user having less knowledge and experience can easily achieve the desired propulsive force characteristic by the simple operation.
In an example embodiment, the propulsive force control characteristic for the economy mode (an example of the first mode) to be selectively set by the operation of the display 40 includes the upper limit speed set to the first speed (first value). Further, the propulsive force control characteristic for the towing mode (an example of the second mode) to be selectively set by the operation of the display 40 includes the upper limit speed set to the second speed (second value) lower than the first speed. Therefore, the upper limit speed of the watercraft 1 is set to the first speed (first value) if the economy mode (first mode) is selected. The upper limit speed of the watercraft 1 is set to the second speed (second value) lower than the first speed if the towing mode (second mode) is selected. Thus, the upper limit speed of the watercraft 1 can be properly set by the selection of the traveling mode.
Unlike in the aforementioned example embodiments, the second speed may be higher than the first speed. Further, the first speed may be equal to the second speed. That is, in two or more traveling modes to be selectively set by the operation of the display 40, the upper limit speed of the watercraft 1 may be set to different values or may be set to the same value.
In an example embodiment, the propulsive force control characteristics for the comfort mode and the performance mode (examples of the third mode) to be each selectively set by the operation of the display 40 each do not include setting the upper limit speed of the watercraft 1. Therefore, if the comfort mode or the performance mode (third mode) is selected, the upper limit speed of the watercraft 1 is not set. This makes it possible to achieve a movement characteristic without a speed limit.
In an example embodiment, the trim control characteristics for the economy mode, the comfort mode, and the performance mode (examples of the fourth mode) to be each selectively set as the traveling mode by the operation of the display 40 each include the trim position being changeable during the driving of the watercraft 1 in the traveling mode thus set. If the economy mode, the comfort mode, or the performance mode (fourth mode) is selected, therefore, the trim control characteristic is set so that the trim position is automatically changed. Thus, the watercraft 1 can travel with the trim position properly set through automatic control by the ECU 31.
In an example embodiment, the trim control characteristic includes the trim position being changeable according to the state of the watercraft 1 during the driving of the watercraft 1 in the economy mode, the comfort mode, or the performance mode. The state of the watercraft 1 preferably includes at least one of the watercraft speed, the output of the propulsion device 9, the surrounding hydrographic state of the watercraft 1, the acceleration/deceleration state of the watercraft 1, or the turning state of the watercraft 1.
In an example embodiment described above, the automatic trim control is performed in the economy mode so that the trim position is changeable according to the watercraft speed, more specifically, whether the watercraft speed falls within the non-planing speed range or the planing speed range.
In Launch Control of Comfort Auto Trim and Performance Auto Trim, the trim position is automatically controlled according to the watercraft speed. In Launch Control, the trim position may be controlled based on the engine rotation speed (i.e., the output of the propulsion device 9) used as an index instead of the watercraft speed.
In Spray Control of Comfort Auto Trim, the surrounding hydrographic state level of the watercraft 1 is determined by detecting the acceleration rate (particularly the vertical acceleration rate) of the watercraft hull 2 using the capsize sensor 39 or by monitoring the change of the engine rotation speed, and the trim position is automatically controlled according to the determination.
In Cornering Control of Performance Auto Trim, the state of the watercraft 1 just before cornering is detected based on the deceleration state of the watercraft 1, and the trim position is automatically controlled according to the detection.
In an example embodiment, the trim control characteristic for the towing mode (an example of the fifth mode) to be selectively set by the operation of the display 40 includes the trim position being maintained constant during the driving of the watercraft 1 in the towing mode (fifth mode). Therefore, the watercraft 1 can travel with the trim position fixed if the towing mode (fifth mode) is selected. Of course, the fixed trim position conforms to the propulsive force control characteristic defined for the towing mode (an example of the fifth mode) and, in an example embodiment, corresponds to the second trim down position D2. Thus, the propulsive force control characteristic and the trim control characteristic conform to each other such that a movement characteristic desired by the user can be easily achieved. In an example embodiment, the trim position is maintained constant irrespective of the state of the watercraft 1 during the driving of the watercraft 1 in the towing mode (fifth mode).
In an example embodiment, the trim control characteristics for the economy mode, the comfort mode, and the performance mode (examples of the sixth mode) to be each selectively set by the operation of the display 40 each include the trim position being changeable according to the state of the watercraft 1. On the other hand, the trim control characteristic for the towing mode (an example of the seventh mode) to be selectively set by the operation of the display 40 includes the trim position being maintained constant irrespective of the state of the watercraft 1. Therefore, the trim control characteristic can be properly set by the selection of the traveling mode so that a movement characteristic desired by the user can be easily achieved.
In an example embodiment, the trim control characteristic for the economy mode (an example of the eighth mode) to be selectively set by the operation of the display 40 including the trim position being set to the third trim down position D3 (an example of the first trim) when the speed of the watercraft 1 falls within the non-planing speed range, and the trim position is set to the neutral trim position N (an example of the second trim) that is higher than the third trim down position D3 (first trim) when the speed of the watercraft 1 falls within the planing speed range. The relatively lower first trim (third trim down position D3) is suitable to promote the transition from the non-planing state to the planing state of the watercraft 1 (planing watercraft), but leads to a greater water contact area and thus to a greater traveling resistance. The relatively higher second trim (neutral trim position N) is not necessarily suitable to promote the transition from the non-planing state to the planing state of the watercraft 1, but leads to a smaller water contact area and thus to a smaller traveling resistance. Therefore, the relatively high second trim (neutral trim position N) provides a higher energy efficiency during the traveling (planing) of the watercraft 1. Thus, the first trim and the second trim are respectively set for the non-planing speed range and for the planing speed range such that the traveling state can speedily transition from the non-planing state to the planing state and a higher energy efficiency can be provided for the planing state. This makes it possible to achieve a movement characteristic with a higher energy efficiency.
In an example embodiment, the trim control characteristic for the towing mode (an example of the ninth mode) to be selectively set by the operation of the display 40 includes the trim position being fixed to direct the waterjet jetted from the propulsion device 9 (waterjet propulsion device) downward with respect to the water surface. By selecting the towing mode (ninth mode), therefore, the direction of the waterjet jetted from the propulsion device 9 can be fixed to lower than the water surface. Thus, the watercraft 1 can travel while preventing the waterjet from being jetted above the water surface behind the watercraft 1. When towable devices such as the wake board or the tube is towed by the watercraft 1, the waterjet is prevented from considerably splashing over the persons on the wake board or the tube. Therefore, even a user having less knowledge and experience can cause the watercraft 1 to travel with the trim position properly set for towing.
In an example embodiment, the display color of the predetermined display area of the display 40 corresponds to the selected traveling mode. Thus, the user can easily recognize the selected mode. Thus, a movement characteristic desired by the user can be easily achieved.
While example embodiments of the present invention have thus been described, the present invention may be embodied in some other ways.
For example, the watercraft 1 may include a movable sponson 25 (see
In a certain traveling mode (tenth mode), the sponson 25 may be maintained at a preset fixed position (an example of the sponson control characteristic). In another traveling mode (eleventh mode), the position of the sponson 25 may be changed when the watercraft 1 travels in this traveling mode (another example of the sponson control characteristic).
In an example embodiment described above, the waterjet propulsion watercraft is used by way of example, but the present invention may be applied to other planing watercraft such as outboard watercraft and to watercraft other than planing watercrafts. The drive source of the propulsion device is not necessarily required to be the engine, but may be an electric motor.
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.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2023-127946 | Aug 2023 | JP | national |
