vessel

Abstract

To provide a vessel capable of obtaining desired motion characteristic even when a vessel operator has little knowledge and experience.SOLUTION: A vessel 1 includes: a propeller 9 generating propulsion force to propel a boat body (hull); a trim adjuster 21 for varying trim of the boat body; a mode setter 44 operated by a vessel operator for selecting and setting a mode regarding motion characteristic of the vessel 1; and ECU31 (controller) for controlling the propeller 9 according to propulsion force control characteristic corresponding to a mode set by the mode setter 44 as well as controlling the trim adjuster 21 according to the trim control characteristic corresponding to the mode set by the mode setter 44.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to ships. [Background technology]

[0002] Small watercraft such as outboard motor boats and jet propulsion boats, particularly planing boats, may be provided with arrangements for adjusting the trim of the hull.

[0003] Patent Document 1 discloses a small vessel that changes the trim based on a value corresponding to a change in vessel speed, while Patent Document 2 discloses a vessel that determines whether the water surface is flat and changes the trim depending on the result of the determination. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2021-75133 A [Patent Document 2] JP 2022-91050 A [Patent Document 3] JP 2022-91049 A Summary of the Invention [Problem to be solved by the invention]

[0005] The above-mentioned watercraft are provided with an accelerator operator for manually adjusting the output of the propulsion unit and a trim operator for manually adjusting the trim. The vessel operator can realize various motion characteristics by operating these operators. In order to realize the motion characteristics desired by the vessel operator, the vessel operator needs to properly operate the accelerator operator and the trim operator, which requires the vessel operator to have appropriate knowledge and experience.

[0006] Therefore, one embodiment of the present invention provides a vessel that enables even a vessel operator with little knowledge and experience to easily achieve desired motion characteristics. [Means for solving the problem]

[0007] One embodiment of the present invention provides a ship including a propulsion unit that generates propulsive force for propelling a hull, a trim adjuster for changing the trim of the hull, a mode setter operated by a ship operator to select and set a mode related to the motion characteristics of the ship, and a controller that controls the propulsion unit in accordance with propulsion force control characteristics corresponding to the mode set by the mode setter, and controls the trim adjuster in accordance with trim control characteristics corresponding to the mode set by the mode setter.

[0008] According to this configuration, the vessel operator can select a mode related to the motion characteristics of the vessel by operating the mode setter. The controller controls the propulsion unit in accordance with the propulsion force control characteristics corresponding to the selected mode, and controls the trim regulator in accordance with the trim control characteristics corresponding to the selected mode. Therefore, both the propulsion force characteristics and the trim characteristics are appropriately controlled simply by selecting a desired mode, so that even a vessel operator with little knowledge and experience can easily achieve the desired motion characteristics with a simple operation.

[0009] In one embodiment of the present invention, the propulsion control characteristics include a control characteristic related to at least one of an upper limit speed of the vessel and an upper limit acceleration of the vessel. According to this configuration, the control characteristic related to at least one of the upper limit speed of the vessel and the upper limit acceleration of the vessel can be set by setting a mode using a mode setter, so that even an operator with little knowledge and experience can easily achieve a desired propulsion characteristic with a simple operation.

[0010] In one embodiment of the present invention, an upper limit speed of the vessel is defined when the propulsion control characteristic corresponding to a first mode settable by the mode setter is set to a first value, and an upper limit speed of the vessel is defined when the propulsion control characteristic corresponding to a second mode settable by the mode setter is set to a second value smaller than the first value.

[0011] According to this configuration, when the first mode is selected, the upper limit speed of the vessel becomes a first value, and when the second mode is selected, the upper limit speed of the vessel becomes a second value that is smaller than the first value. In this way, the upper limit speed of the vessel can be appropriately set by selecting the mode.

[0012] Contrary to the above embodiment, the second value may be greater than the first value. Also, the first value and the second value may be set to be equal. That is, in two or more modes that can be set by the mode setter, the upper limit speed of the vessel may be set to different values ​​or may be set to the same value.

[0013] In one embodiment of the present invention, the propulsion control characteristic corresponding to the third mode that can be set by the mode setter does not define an upper limit speed of the vessel. According to this configuration, when the third mode is selected, the upper limit speed of the vessel is not set, so that the vessel can exhibit motion characteristics without speed restrictions.

[0014] In one embodiment of the present invention, the trim control characteristic corresponding to a fourth mode that can be set by the mode setter includes a control characteristic that changes the trim during operation in the fourth mode. According to this configuration, when the fourth mode is selected, a trim control characteristic that automatically changes the trim during operation is set. This allows the ship to sail while leaving appropriate trim setting to automatic control by the controller.

[0015] The trim control characteristic may include a control characteristic for varying the trim in response to a state of the vessel during operation in the fourth mode. The state of the vessel preferably includes at least one of vessel speed, propulsion engine output, sea conditions around the vessel, acceleration / deceleration state, and turning state. The same applies in the following section.

[0016] In one embodiment of the present invention, the trim control characteristics corresponding to a fifth mode settable by the mode setter include a control characteristic for holding the trim constant during operation in the fifth mode. According to this configuration, when the fifth mode is selected, the trim control characteristics for fixing the trim are set. This makes it possible to sail the vessel with the trim fixed. It is preferable that the fixed trim is set to a position that matches the propulsion control characteristics corresponding to the fifth mode. This makes it easier to achieve the motion characteristics desired by the vessel operator, as the propulsion control characteristics and the trim control characteristics match each other.

[0017] The trim control characteristic may include a control characteristic that maintains the trim constant regardless of the state of the vessel while operating in the fifth mode.

[0018] In one embodiment of the present invention, the trim control characteristic corresponding to a sixth mode settable by the mode setter includes a control characteristic that varies the trim in accordance with a state of the vessel, and the trim control characteristic corresponding to a seventh mode settable by the mode setter includes a control characteristic that keeps the trim constant regardless of the state of the vessel.

[0019] According to this configuration, when the sixth mode is selected, the trim changes according to the state of the vessel, and when the seventh mode is selected, the trim is kept constant regardless of the state of the vessel. In this way, the trim control characteristics change depending on the mode selected. Therefore, since appropriate trim control characteristics can be obtained simply by selecting the mode, it is easy to achieve the motion characteristics desired by the vessel operator.

[0020] In one embodiment of the present invention, the watercraft is a planing boat. Examples of the planing boat include a water jet propulsion boat and an outboard motor boat.

[0021] In one embodiment of the present invention, the trim control characteristic corresponding to an eighth mode settable by the mode setter includes a characteristic that specifies a first trim when the vessel speed is in a non-planing speed region, and specifies a second trim larger than the first trim when the vessel speed is in a planing speed region.

[0022] According to this configuration, when the eighth mode is selected, the trim is controlled to the first trim in the non-planing speed region, and the second trim is controlled to be larger than the first trim in the planing speed region. The relatively small first trim is suitable for transitioning the sailing state of the vessel (planing boat) from a non-planing state to a planing state, but has a large water contact area and therefore has a large sailing resistance. The relatively large second trim is not suitable for promoting the transition from a non-planing state to a planing state, but has a small water contact area and therefore has a small sailing resistance, and is therefore a trim with good energy efficiency when sailing (planing). Thus, by setting the first trim and the second trim in the non-planing speed region and the planing speed region, respectively, a quick transition from a non-planing state to a planing state can be made, and energy efficiency in the planing state is improved. Thus, the eighth mode is, so to speak, an economy mode, and is easy to realize motion characteristics with good energy efficiency.

[0023] The non-gliding speed region may be a speed region (speed region before the hump) below the lower limit speed at which a hump (semi-gliding state) occurs, and the glide speed region may be a speed region (speed region after the hump) equal to or higher than the lower limit speed at which a hump state occurs.

[0024] In one embodiment of the present invention, the propulsion unit is a water jet propulsion unit. The trim of a vessel equipped with a water jet propulsion unit, i.e., a water jet propulsion boat, can be adjusted by varying the water flow ejection direction of the water jet propulsion unit up and down.

[0025] In one embodiment of the present invention, the trim control characteristic corresponding to a ninth mode that can be set by the mode setter includes a control characteristic that fixes the trim such that the water flow ejected from the water jet propulsion device is directed downward relative to the water surface.

[0026] According to this configuration, by selecting the ninth mode, the direction of the water flow from the water jet propulsion device can be fixed below the water surface. This allows the boat to sail while preventing the water flow from being sprayed onto the water surface behind the boat. The ninth mode is convenient, for example, when the boat (water jet propulsion boat) is towing an object such as a wakeboard or tube, and prevents a large amount of water splashing on the player of the wakeboard or tube. For example, if the ninth mode is named the towing mode, even an operator with little knowledge or experience can sail the boat with appropriate trim when towing.

[0027] In one embodiment of the present invention, the vessel further includes movable sponsons attached to a hull and a sponson actuator that moves the sponsons, and the controller controls the sponson actuator in accordance with sponson control characteristics that correspond to the mode set by the mode setter. With this configuration, the control characteristics of the sponsons can be selected in conjunction with the selection of the mode. This makes it possible to provide a vessel that can easily achieve desired motion characteristics with a simple operation.

[0028] In one embodiment of the invention, the sponson control characteristics corresponding to a tenth mode settable by the mode setter include a control characteristic that holds the sponsons in a fixed position during operation in the tenth mode.

[0029] In one embodiment of the present invention, the sponson control characteristic corresponding to an eleventh mode settable by the mode setter includes a control characteristic that varies a position of the sponson during operation in the eleventh mode.

[0030] In one embodiment of the present invention, the marine vessel further includes a display that displays maneuvering information and changes a display color of a predetermined display area according to the mode set by the mode setter. With this configuration, the display color of the predetermined display area of ​​the display corresponds to the selected mode, so that the helmsman can easily recognize the selected mode. This makes it easier for the helmsman to realize the motion characteristics desired by the helmsman.

[0031] Any two or more of the above features may be applied in combination. Effect of the Invention

[0032] According to the present invention, a ship can be provided that enables even an operator with little knowledge and experience to easily achieve desired motion characteristics. [Brief description of the drawings]

[0033] [Figure 1] FIG. 1 is a left side view of a vessel according to one embodiment of the present invention. [Diagram 2] FIG. 2 is a cross-sectional view showing a vertical cross section along the fore-and-aft direction of a propulsion unit provided in a marine vessel. [Diagram 3] FIG. 3 is a plan view of the vicinity of the steering handlebar. [Figure 4] FIG. 4 is a block diagram for explaining the electrical configuration of the ship. [Figure 5A] FIG. 5A shows an example of a display screen of a display installed on a ship. [Figure 5B] FIG. 5B shows an example of a display screen of a display installed on a ship. [Figure 5C] FIG. 5C shows an example of a display screen of a display installed on a ship. [Figure 6] FIG. 6 is a flowchart for explaining the selection of a traveling mode and the contents of the propulsion force control and trim control in the selected traveling mode. [Figure 7] FIG. 7 is a state transition diagram for explaining the transition of the control state of the controller (ECU) regarding the trim control. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0034] Hereinafter, an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

[0035] Fig. 1 is a left side view of a boat 1 according to an embodiment of the present invention. Fig. 2 is a cross-sectional view showing a vertical cross section along the front-rear direction of a propulsion unit 9 provided on the boat 1. Fig. 3 is a plan view of the vicinity of a steering handle bar 6. In this embodiment, an example is shown in which the boat 1 is a personal watercraft (PWC).

[0036] The boat 1 comprises a hull 2 ​​(ship body) that floats on the water surface, and a propulsion unit 9 that propels the hull 2. The hull 2 ​​includes a body 3 that forms the bottom and sides of the ship, and a deck 4 that is disposed above the body 3. The propulsion unit 9 is disposed inside the hull 2. The propulsion unit 9 is a water jet propulsion unit that generates thrust by ejecting water sucked in from the bottom of the ship rearward.

[0037] The boat 1 includes a seat 5 on which an operator (user) sits, and a steering handlebar 6 operated by the operator when steering the boat 1. The seat 5 may be for one person or for two or three people. The boat 1 further includes an accelerator lever 7 (accelerator operator) operated by the operator when changing the magnitude of thrust with which the propulsion unit 9 moves the hull 2 ​​forward, and a reverse lever 8 (reverse operator) operated by the operator when changing the magnitude of thrust with which the propulsion unit 9 moves the hull 2 ​​backward.

[0038] Two handle grips 6g are attached to both ends of the steering handlebar 6 to be held by the right and left hands of the boat operator. The steering handlebar 6 can rotate left and right relative to the boat body 2 about a steering shaft (not shown) that extends diagonally forward and downward from the steering handlebar 6. The accelerator lever 7 and reverse lever 8 rotate left and right together with the steering handlebar 6 relative to the boat body 2.

[0039] The accelerator lever 7 and the reverse lever 8 are attached to the steering handlebar 6. The accelerator lever 7 is disposed in front of the right handle grip 6g. The reverse lever 8 is disposed in front of the left handle grip 6g. The accelerator lever 7 is supported on one side of the steering handlebar 6 so as to be rotatable back and forth. The reverse lever 8 is supported on one side of the steering handlebar 6 so as to be rotatable back and forth.

[0040] The accelerator lever 7 is movable relative to the steering handlebar 6 within a range from a maximum output position to a minimum output position. The maximum output position is an operating position that commands maximum output of the engine 10, which is the drive source of the propulsion unit 9. The minimum output position is an operating position that commands minimum output of the engine 10. The minimum output position is a position where the engine 10 idles. When not operated, the accelerator lever 7 is held in the minimum output position. The output of the engine 10, i.e., the output of the propulsion unit 9, increases as the accelerator lever 7 approaches the maximum output position.

[0041] 2, the propulsion unit 9 includes a jet propulsion pump 11 that generates thrust by ejecting water sucked in from the bottom of the vessel rearward, and an engine 10 as a drive source that drives the jet propulsion pump 11. The jet propulsion pump 11 includes a water intake port 12 that opens at the bottom of the vessel, a nozzle 16 that ejects water sucked into the water intake port 12 rearward, and a flow path 13 that guides water from the water intake port 12 to the nozzle 16. The jet propulsion pump 11 further includes an impeller 15 arranged in the flow path 13, and a drive shaft 14 that transmits the rotation of the engine 10 to the impeller 15.

[0042] The propulsion unit 9 includes a deflector 17 that tilts the flow of water jetted rearward from the nozzle 16 to the left and right. The deflector 17 jets water supplied from the nozzle 16 rearward from a jet port 17p, thereby forming a water flow that travels straight from the jet port 17p. The deflector 17 is rotatable left and right relative to the nozzle 16. The nozzle 16 is fixed to the body 3 of the hull 2. When the deflector 17 is tilted left and right relative to the nozzle 16, the flow of water jetted rearward from the deflector 17 also tilts left and right relative to the nozzle 16. This generates a thrust that turns the boat 1.

[0043] When the operator moves the steering handlebar 6, the deflector 17 rotates left and right relative to the nozzle 16. The boat 1 may be provided with a push-pull cable (not shown) that transmits the operation of the steering handlebar 6 to the deflector 17. Instead of the push-pull cable, the boat 1 may be provided with a steering actuator that rotates the deflector 17 left and right relative to the nozzle 16 based on a detection value of a steering position sensor that detects the position of the steering handlebar 6 (both are not shown).

[0044] The propulsion unit 9 includes a bucket 18 that redirects water jetted rearward from the deflector 17 forward. The bucket 18 has an outlet 18p that jets water jetted rearward from the deflector 17 forward. The bucket 18 is attached to the nozzle 16. The bucket 18 is rotatable up and down relative to the nozzle 16 within a range from an F position (a position shown in FIG. 2) to an R position. The F position is a position where the bucket 18 does not overlap any part of the outlet 17p of the deflector 17 in rear view. The R position is a position where the bucket 18 is disposed rearward of the outlet 17p of the deflector 17 and overlaps any part of the outlet 17p of the deflector 17 in rear view.

[0045] The propulsion unit 9 includes a reverse actuator 19 that rotates the bucket 18 up and down within a 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 an electric motor. The reverse actuator 19 is connected to an ECU 31, which will be described later. When the operator operates the reverse lever 8, the ECU 31 drives the reverse actuator 19 to move the bucket 18, thereby placing the bucket 18 at a position corresponding to the position of the reverse lever 8.

[0046] When the deflector 17 jets water rearward with the bucket 18 positioned at position F, the jetted water flows rearward without being blocked by the bucket 18. This generates thrust in the forward direction of the vessel 1. When the deflector 17 jets water rearward with the bucket 18 positioned at position R, the jetted water collides with the bucket 18 and flows forward from the jet port 18p of the bucket 18. This generates thrust in the reverse direction of the vessel 1.

[0047] The deflector 17 can rotate left and right relative to the nozzle 16 around a vertical steering axis As, and can also rotate up and down relative to the nozzle 16 around a horizontal trim axis At. When the deflector 17 is tilted up and down relative to the nozzle 16, the flow of water jetted rearward from the deflector 17 also tilts up and down relative to the nozzle 16. When water is jetted from the deflector 17 with the deflector 17 tilted up and down relative to the nozzle 16 and the bucket 18 disposed at position F, a thrust is generated that moves the bow B1 (see FIG. 1) up and down relative to the stern S1 (see FIG. 1), and the trim of the vessel 1 changes.

[0048] Trim is one of the indices for determining the degree to which the ship 1 is inclined in the fore-aft direction relative to the water surface. Trim means the difference between the vertical distance from the position where the bow B1 and the water surface intersect to the keel, and the vertical distance from the position where the stern S1 and the water surface intersect to the keel. In other words, trim means the difference between the vertical distance from the waterline WL (see Figure 1) at the bow B1 to the keel (bow draft) and the vertical distance from the waterline WL at the stern S1 to the keel (stern draft).

[0049] When the deflector 17 is tilted upward relative to the nozzle 16 and the bucket 18 is positioned at position F, and water is jetted from the deflector 17, a thrust is generated that moves the bow B1 upward relative to the stern S1. Conversely, when the deflector 17 is tilted downward relative to the nozzle 16 and the bucket 18 is positioned at position F, and water is jetted from the deflector 17, a thrust is generated that moves the bow B1 downward relative to the stern S1. In other words, the trim of the hull 2 ​​increases or decreases depending on the vertical position of the deflector 17.

[0050] In the following, upward movement of the bow B1 relative to the stern S1 is sometimes referred to as "trim up," and downward movement of the bow B1 relative to the stern S1 is sometimes referred to as "trim down." In the following, the position of the deflector 17 in the vertical direction relative to the nozzle 16 is sometimes referred to as the "trim position." The trim position is synonymous with the trim angle of the deflector 17, which represents the angle of the center line of the deflector 17 in the vertical direction relative to the center line of the nozzle 16. The higher the trim position, the greater the trim of the hull 2, and the lower the trim position, the smaller the trim of the hull 2.

[0051] The boat 1 includes a trim adjuster 21 that adjusts a trim position, thereby adjusting the trim of the hull 2. FIG. 2 shows an example in which the trim adjuster 21 includes a deflector 17 that jets water rearward and is rotatable up and down relative to the body 3 of the hull 2, and a trim actuator 20 that rotates the deflector 17 up and down relative to the body 3. The trim of the boat 1 can be changed by driving the trim actuator 20 to increase or decrease the trim position of the deflector 17. The trim actuator 20 includes an electric motor. The trim actuator 20 may include an actuator other than an electric motor. The trim actuator 20 is connected to an ECU 31, which will be described later. The ECU 31 controls the trim actuator 20 to change the trim position of the deflector 17 by the trim actuator 20, thereby moving the bow B1 up and down relative to the stern S1 to change the trim. In this embodiment, a trim switch 41 (see FIG. 3) is provided on the steering handlebar 6 for manual adjustment of the trim.

[0052] The deflector 17 can be rotated up and down with respect to the nozzle 16 within a range from the lowest trim position to the highest trim position. FIG. 2 shows an example in which the deflector 17 can be rotated up and down with respect to the nozzle 16 within a range from the down 3 position D3 to the up 3 position U3. The trim actuator 20 can place the deflector 17 at any trim position between the down 3 position D3 and the up 3 position U3. However, when the operator operates the trim switch 41 to manually adjust the trim, the trim actuator 20 is controlled so that the trim position is increased and decreased stepwise among the down 2 position D2, the down 1 position D1, the neutral position N (position shown in FIG. 2), the up 1 position U1, and the up 2 position U2. The neutral position N is a position where the trim angle is 0, and the main jet directions of the nozzle 16 and the deflector 17 are aligned with respect to the up and down direction. The up 1 position U1, the up 2 position U2, and the up 3 position U3 are positions higher than the neutral position N, in that order. The down 1 position D1, the down 2 position D2 and the down 3 position D3 are positions lower than the neutral position N, in that order.

[0053] 4 is a block diagram for explaining the electrical configuration of the boat 1. The boat 1 includes an ECU 31 (Electronic Control Unit) which is a main control device that controls the electrical equipment provided on the boat 1, and an SCU 32 (Shift Control Unit) which is an auxiliary control device that controls the electrical equipment provided on the boat 1 according to commands from the ECU 31. The ECU 31 is connected to the SCU 32 via a communication network N1 that is constructed in accordance with a communication standard such as CAN (Controller Area Network). The ECU 31 and the SCU 32 transmit and receive information and commands required for control of the boat 1 via the communication network N1.

[0054] Both the ECU 31 and the SCU 32 include computers. The ECU 31 is programmed to cause the boat 1 to perform the processes described below. The ECU 31 includes a memory 31m that stores information such as programs, and a processor 31c (CPU: Central Processing Unit) that performs calculations and commands according to the programs in the memory 31m. The ECU 31 further includes an input interface 31i that acquires detection values ​​of sensors provided on the boat 1, an output interface 31o that drives electrical equipment provided on the boat 1, and a communication interface 31co that communicates via the communication network N1. Although not illustrated, the SCU 32 also includes a memory, a processor (CPU), an input interface, an output interface, and a communication interface.

[0055] 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 in accordance with commands given from the ECU 31. The SCU 32 may be omitted, and the ECU 31 may directly control the reverse actuator 19 and the trim actuator 20.

[0056] The boat 1 includes an accelerator position sensor 33 for detecting the position of the accelerator lever 7, a reverse position sensor 34 for detecting the position of the reverse lever 8, and an engine speed sensor 35 for detecting the rotation speed of the engine 10. The boat 1 further includes a bucket position sensor 36 for detecting the position of the bucket 18, a trim position sensor 37 for detecting the trim position of the deflector 17, a boat speed sensor 38 for detecting the boat speed (the speed of the boat 1), and a capsize sensor 39 for detecting whether the hull 2 ​​has capsized. All of these sensors are connected to the ECU 31. The boat speed sensor 38 includes, for example, a Global Navigation Satellite System (GNSS) receiver, and outputs information indicating the speed of the hull 2 ​​using, for example, a Global Positioning System (GPS). Alternatively, a sensor such as a pitot tube may be used as the boat speed sensor 38. Instead of detecting the boat speed by the boat speed sensor 38, for example, the boat speed may be estimated by performing a calculation process on the engine rotation speed detected by the engine speed sensor 35.

[0057] 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 to change the position of the bucket 18 and change the output of the engine 10 based on the detection value of the reverse position sensor 34. The ECU 31 further determines in which position within the range from the F position to the R position the bucket 18 is located based on the detection value of the bucket position sensor 36. Therefore, the ECU 31 determines whether the shift mode of the boat 1 is an F mode in which a propulsive force in the forward direction is applied to the boat 1 or an R mode in which a propulsive force in the reverse direction is applied to the boat 1 based on the detection value of the bucket position sensor 36.

[0058] The capsize sensor 39 is an on-off sensor that switches between on and off. The capsize sensor 39 is attached to the hull 2. The capsize sensor 39 is also called an overturning sensor. When the hull 2 ​​capsizes or tilts significantly to the left or right, the capsize sensor 39 switches from off to on. When the acceleration of the hull 2 ​​in the vertical direction is large, the capsize sensor 39 also switches between on and off. For example, when the boat 1 overcomes a large wave, a large inertial force in the downward and upward directions is applied to the capsize sensor 39, and the capsize sensor 39 switches from off to on and then back to off. If the capsize sensor 39 remains on, the ECU 31 determines that the hull 2 ​​has capsized and stops the engine 10.

[0059] The boat 1 is provided with a display 40 that displays information about the boat 1. The display 40 may be a touch panel display that includes a touch panel, which is an example of an input device. In this embodiment, a case will be described in which the display 40 is a touch panel display, but an input device separate from the display 40 may be provided. The display 40 is provided near the steering handlebar 6 (see FIG. 3). The display 40 may be disposed in any position on the boat 1 as long as it is in a position that is visible to the boat operator operating the steering handlebar 6. The ECU 31 controls the display 40 to display information (steerage information) that is useful for steering the boat 1, such as boat speed and trim position.

[0060] The boat 1 includes a trim switch 41 operated by the helmsman when moving the bow B1 up and down relative to the stern S1. Specifically, the trim switch 41 includes a trim-up switch 41u operated by the helmsman when trimming up, and a trim-down switch 41d operated by the helmsman when trimming down. The trim switch 41 may be a single button that serves as both the trim-up switch 41u and the trim-down switch 41d. FIG. 3 shows an example in which the trim switch 41 is disposed near the left handle grip 6g.

[0061] When the trim switch 41 is operated, the ECU 31 controls the trim actuator 20 to move the deflector 17 to one of the down 2 position D2, down 1 position D1, neutral position N, up 1 position U1, and up 2 position U2.

[0062] The boat 1 is equipped with a trim mode setter 43 that is operated by the boat operator when selecting a trim mode for the boat 1. In this 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 sets one of a plurality of trim modes including a manual trim mode (MT mode) and an auto trim mode (AT mode).

[0063] The manual trim mode is a trim mode in which the ECU 31 changes the trim position of the deflector 17 only when the trim switch 41 is operated. The auto trim mode is a trim mode in which 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.

[0064] The boat 1 also includes a mode setter 44 that enables the boat operator to select and set a mode (sailing mode) related to the motion characteristics of the boat 1. In this embodiment, the mode setter 44 is configured as a software button displayed on the touch panel display 40. Of course, the mode setter 44 may also be configured as a mechanical switch.

[0065] 5A is an example of a display screen of the display 40, showing an example of a normal display screen (home screen). The display screen displays a plurality of display items for maneuvering the vessel. Specifically, the display screen includes a vessel speed display 51, an engine speed display 52, a remaining fuel level display 53, a trim setting display 54, a remaining battery level display 55, a sailing mode display 56, an alarm display 57, a time display 58, and the like. In this example, the engine speed display 52 includes a graphic display and a numerical display. The display screen further includes tabs 61-67 for switching displays arranged along the top side of the screen. In this example, there are displayed a home tab 61 for selecting the normal display screen, a map tab 62 for opening a map screen, an information tab 63 for opening a screen displaying information on cruising distance and fuel consumption, a sailing mode setting tab 64 for opening a screen for setting the motion characteristics of the vessel 1, a media tab 65 for opening a screen displaying music playback operations and information on the music being played, a settings tab 66 for opening a screen for setting a PIN code and display, an engine lock tab 67 for opening a screen for locking / unlocking the engine by entering a PIN code, etc. The display example in Fig. 5A is an example when the normal display screen (home screen) is activated by operating the home tab 61.

[0066] FIG. 5B shows an example of a display when a setting screen for setting the motion characteristics of the vessel 1 is opened by operating the traveling mode setting tab 64. In this display example, one of the preset traveling modes, an economy mode (ECO), a performance mode (Performance), a comfort mode (Comfort), and a towing mode (Towing), can be selected. The display screen shows mode selection buttons 71-74, which are software buttons for selecting the mode. In addition, a custom mode selection button 75 is provided, which is a software button for selecting a custom mode in which the operator can set and save the motion characteristics in advance and call up and apply the settings as necessary. An off button 76 is also provided, which is a software button for selecting not to apply any of the preset traveling modes and the custom mode. These software buttons 71-76 constitute the mode setter 44 (see FIG. 4).

[0067] Economy mode is a sailing mode that prioritizes fuel efficiency. In economy mode, a speed that provides good fuel efficiency is set as the upper limit speed, and an acceleration that provides good fuel efficiency (relatively slow acceleration) is set as the upper limit acceleration. Furthermore, the trim position is automatically controlled so that the trim is in the down position before the hull 2 ​​enters a planing state, and in the neutral position after the hull 2 ​​enters a planing state. This makes it possible to prompt a quick transition to a planing state when sailing at low speeds (especially when starting), and to efficiently transmit propulsive force to the hull 2 ​​once the hull 2 ​​enters a planing state.

[0068] The towing mode is a sailing mode suitable for towing. Towing refers to sailing while towing something such as a wakeboard or tube. The towing mode realizes a sailing state at a speed and acceleration that is comfortable for the player of the wakeboard or tube, and in which the player is less likely to be splashed with water spray / splash caused by the jet of water emitted from the propulsion unit 9. Specifically, an upper limit speed suitable for towing is set, and an upper limit acceleration is set so as to achieve a slow acceleration suitable for towing. In addition, the trim position is set to the down position (specifically, the down 2 position D2) so that the player at the rear of the hull is not splashed with water.

[0069] Comfort mode is a sailing mode that aims to improve the comfort of the crew of the vessel 1. In comfort mode, there is no setting for either the upper limit speed or the upper limit acceleration, and the operator can adjust the speed up to the maximum speed that can be achieved depending on the engine performance, etc. The trim position is automatically controlled to ensure a comfortable ride for the crew (comfort auto trim). Specifically, the trim position is automatically controlled to make it easier to achieve smooth acceleration (launch control). Furthermore, on rough water surfaces, the trim position is automatically controlled to prevent the crew from being splashed with water when passing through waves (spray control).

[0070] The performance mode is a sailing mode aimed at maximizing maneuvering characteristics. No upper speed limit is set, and no upper acceleration limit is set. Therefore, the operator can enjoy sailing at the speed / acceleration performance of the boat as it is by operating the accelerator lever 7. The trim position is automatically controlled to maximize acceleration performance and improve cornering performance (performance auto trim). Specifically, during acceleration, the trim position is automatically controlled so that the thrust of the propulsion unit 9 is most efficiently applied to the boat body 2 (launch control). In addition, the situation immediately before cornering is automatically detected, and the trim position is automatically controlled to the down position, thereby lowering the bow and achieving sporty cornering (cornering control).

[0071] FIG. 5C shows an example of a custom mode setting screen displayed on the display 40 by selecting the custom mode. The custom mode setting screen includes an upper limit speed setting unit 81, an upper limit acceleration setting unit 82, an auto trim setting unit 83, an on / off button 84, and the like. The upper limit speed setting unit 81 is an operation unit for setting an upper limit speed of the boat 1. The upper limit speed setting unit 81 may be configured to be able to set the upper limit speed by a specific numerical value. The upper limit acceleration setting unit 82 is an operation unit for setting an upper limit acceleration of the boat 1. The upper limit acceleration setting unit 82 may be configured to be able to set the upper limit acceleration in stages from options such as high acceleration (fast), medium acceleration (medium), and low acceleration (slow). The auto trim setting unit 83 is an operation unit for selecting automatic control of the trim position (auto trim), and constitutes the trim mode setter 43 (see FIG. 4).

[0072] The auto trim setting unit 83 may be configured to be able to select one of comfort auto trim, performance auto trim, and auto trim off (manual trim that does not automatically control the trim position). Comfort auto trim is an auto trim that prioritizes the comfort of the crew. Performance auto trim is an auto trim that prioritizes maximizing the motion characteristics of the boat 1.

[0073] The on / off button 84 is an operation unit for selecting whether to apply the upper limit speed, the upper limit acceleration, and the auto trim settings.

[0074] 6 is a flowchart for explaining the selection of a traveling mode and the control content in the selected traveling mode by the ECU 31. When the operator selects a traveling mode (step S11), the process branches depending on the selected mode.

[0075] When the economy mode is selected (step S12), the upper speed limit is set to a first speed (for example, about 50 km / h), the upper acceleration limit is set to a medium acceleration limit, and an auto-trim is set according to the boat speed. Then, the engine 10 and the trim actuator 20 are controlled according to these settings (steps S17 and S18).

[0076] When the operator operates the accelerator lever 7 to accelerate, the ECU 31 increases the engine speed in accordance with the amount of operation. On the other hand, the ECU 31 controls the engine speed so that the boat speed detected by the boat speed sensor 38 does not exceed the upper limit speed (first speed) even if the amount of operation of the accelerator lever 7 is large. The ECU 31 also controls the change in the engine speed so that the acceleration of the boat body 2 does not exceed the upper limit acceleration (medium acceleration). The ECU 31 may calculate the acceleration of the boat body 2 by determining the change per unit time of the boat speed detected by the boat speed sensor 38. Setting the upper limit acceleration to the medium acceleration to limit the acceleration makes it easy to achieve acceleration with good fuel efficiency. In a planing boat such as a water jet propulsion boat, the water contact area is large at extremely low speeds, so that the running resistance is large, and slow acceleration does not necessarily result in good fuel efficiency. In this embodiment, the medium acceleration is set to a value that allows acceleration with good fuel efficiency.

[0077] Furthermore, the ECU 31 executes auto-trim to change the trim position based on the boat speed. Specifically, the ECU 31 controls the trim position to the down 3 position D3 when the boat speed is in the non-planing speed range (more specifically, the speed range before the hump (semi-planing)), and controls the trim position to the neutral position N when the boat speed is in the planing speed range (more specifically, the speed range after the hump). This makes it possible to promote a quick transition to a planing state in the non-planing speed range, to reduce the water contact area in the planing speed range, and to efficiently apply propulsive force to the hull 2. This achieves good fuel economy.

[0078] In this way, even if the operator has little knowledge or experience, a cruising condition that prioritizes fuel efficiency can be achieved.

[0079] During economy mode, the ECU 31 changes the trim position in accordance with the boat speed, which is one example of a state of the boat 1. The initial value of the upper limit speed in economy mode is set to the first speed, but the upper limit speed may be increased or decreased from the first speed by operation by the boat operator. For example, the upper limit speed during economy mode may be increased or decreased (e.g., increased or decreased in stages) within a certain range (e.g., 40 km / h to 65 km / h) by operation of a speed adjustment switch 42 (see Figs. 3 and 4) provided on the steering handlebar 6.

[0080] When the towing mode is selected (step S13), the upper speed limit is set to a second speed (for example, about 25 km / h) that is lower than the first speed, the upper acceleration limit is set to medium acceleration, and the trim position is set to the down 2 position D2. The upper acceleration limit may be preset to slow acceleration. The engine 10 and the trim actuator 20 are controlled according to these settings (steps S17 and S18).

[0081] When the operator operates the accelerator lever 7 to accelerate, the ECU 31 increases the engine speed in accordance with the amount of operation. At the same time, the ECU 31 controls the engine speed so that the boat speed detected by the boat speed sensor 38 does not exceed an upper limit speed (second speed) even if the amount of operation of the accelerator lever 7 is large. The ECU 31 also controls the change in engine speed so that the acceleration of the boat body 2 does not exceed an upper limit acceleration (for example, medium acceleration). Therefore, regardless of how the accelerator lever 7 is operated, the boat speed and acceleration are appropriately limited, allowing players of wakeboards, tubes, etc. to enjoy themselves comfortably.

[0082] Furthermore, the ECU 31 controls the trim actuator 20 so that the trim position is fixed at the down 2 position D2. Therefore, the water flow ejected from the propulsion unit 9 flows downward relative to the water surface, and the water flow is not ejected onto the water surface behind the boat 1.

[0083] In this way, even if the operator has little knowledge or experience, a running condition suitable for towing can be achieved.

[0084] Although the initial value of the upper limit speed in the towing mode is set to the second speed, the upper limit speed may be increased or decreased from the second speed by the operation of the boat operator. For example, the upper limit speed in the towing mode may be increased or decreased within a certain range (for example, 15 km / h to 40 km / h) by operating a speed adjustment switch 42 (see Figs. 3 and 4) provided on the steering handlebar 6.

[0085] During the towing mode, the ECU 31 keeps the trim position constant regardless of the state of the boat 1. In this case, the state of the boat 1 includes one or more of the boat speed, the output of the propulsion motor 9, the sea conditions around the boat 1, the acceleration / deceleration state, the turning state, and the like.

[0086] When the comfort mode is selected (step S14), the upper speed limit is not set, and therefore there is no limit to the boat speed. The upper acceleration limit is set to high acceleration (fast), and therefore there is no limit to the acceleration. The auto trim is set to comfort auto trim. The engine 10 and the trim actuator 20 are controlled according to this setting (steps S17, S18).

[0087] When the boat operator operates the accelerator lever 7 to accelerate, the ECU 31 increases the engine speed in accordance with the amount of operation. Since no upper speed limit is set, the boat can be run at a speed that corresponds to the operation of the accelerator lever 7. Furthermore, since the upper acceleration limit is set to a high acceleration limit, there is no restriction on acceleration, and the boat operator can enjoy the boat's natural acceleration performance.

[0088] Furthermore, the ECU 31 executes auto trim according to comfort auto trim. The comfort auto trim specifically includes launch control that is applied when sailing at a low speed (particularly when starting) and spray control that is applied when sailing at a medium to high speed. In launch control, the ECU 31 automatically controls the trim position to the down 3 position D3. This suppresses the bow from lifting during acceleration from a low speed (particularly rapid acceleration), prevents the hull 2 ​​from jumping, and achieves smooth acceleration. In spray control, the ECU 31 determines the sea state level. Specifically, the sea state level represents the state of the water surface on which the vessel 1 is sailing, and is a numerical value that represents, for example, a state ranging from flat water to rough water. When the ECU 31 determines that the water surface is rough, it automatically controls the trim position to the up 3 position U3. This prevents water spray from splashing on passengers when sailing through waves at a medium speed.

[0089] When the performance mode is selected (step S15), the upper speed limit is not set, and therefore there is no limit on the boat speed. The upper acceleration limit is set to high acceleration, and therefore there is no limit on the acceleration. The auto trim is set to performance auto trim. The engine 10 and the trim actuator 20 are controlled according to this setting (steps S17, S18).

[0090] When the operator operates the accelerator lever 7 to accelerate, the ECU 31 increases the engine speed in accordance with the amount of operation. Since no upper speed limit is set, the boat can travel at a speed that corresponds to the operation of the accelerator lever 7. In addition, since the upper acceleration limit is set to a high acceleration limit, there is no restriction on acceleration, allowing the operator to enjoy maximum acceleration performance.

[0091] Furthermore, the ECU 31 executes auto trim according to performance auto trim. The performance auto trim specifically includes launch control, which is applied when sailing at low speeds (particularly when starting off), and cornering control, which is applied when sailing at medium to high speeds. In launch control, the ECU 31 automatically controls the trim position to the down 3 position D3. This suppresses the bow from lifting during acceleration from low speeds (particularly rapid acceleration), prevents the hull 2 ​​from jumping, and achieves smooth acceleration. In cornering control, the ECU 31 detects the operator's intention to corner. Typically, when the ECU 31 detects deceleration just before cornering, it automatically controls the trim position to the down 2 position D2. This lowers the bow, resulting in a trim that provides suitable water contact resistance for cornering.

[0092] When the custom mode is selected (step S16), the ECU 31 executes the speed and acceleration limit control in accordance with the upper speed limit and upper acceleration limit set by the operator (step S17). If auto-trim has been set, the ECU 31 executes auto-trim in accordance with the setting (step S18).

[0093] When neither the preset mode nor the custom mode is selected, the ECU 31 controls the propulsion unit 9 in accordance with the operation of the accelerator lever 7 (step S17), and controls the trim position in accordance with the operation of the trim switch 41 (step S18).

[0094] The ECU 31 further displays the selected traveling mode on the display 40 (step S19). See also the traveling mode display 56 in FIG. 5A). The ECU 31 may change the background color of the display 40 according to the selected traveling mode. For example, the background color may be green in the economy mode, orange in the towing mode, blue in the comfort mode, and red in the performance mode. This allows the operator to navigate the boat 1 while intuitively recognizing the current traveling mode. The change in background color may be a change in the background color of the entire display screen, or a change in the background color of a predetermined part of the display screen. For example, the background color of the home tab 61, the trim setting display 54, the area near the remaining fuel display 53, and the like may change according to the traveling mode (see FIG. 5A).

[0095] 7 is a state transition diagram for explaining the transition of the control state of the ECU 31 regarding the trim control. The operator operates the sailing mode setting tab 64 on the display 40 to open the motion characteristics setting screen, and can select auto trim on / off by operating the auto trim setting unit 83. Specifically, the operator can select comfort auto trim, performance auto trim, and auto trim off by operating the auto trim setting unit 83. The auto trim can also be enabled by selecting any one of economy mode, performance mode, comfort mode, towing mode, and custom mode with the mode selection buttons 71-75. However, in the custom mode, auto trim is performed only if the auto trim is set to be enabled.

[0096] When a sailing mode is selected with the mode selection buttons 71-75, auto trim is performed according to the selected sailing mode, regardless of the setting state by the auto trim setting unit 83. The auto trim in the comfort mode is comfort auto trim, and the auto trim in the performance mode is performance auto trim.

[0097] Comfort Auto Trim, as mentioned above, includes launch control and spray control.

[0098] Launch control is executed when a low-speed cruising state (for example, less than 10 km / h) has continued for a predetermined time (for example, 5 seconds) or more, and the trim position is automatically controlled to the down 3 position D3 by the ECU 31. If the low-speed cruising state is left while launch control is being executed and a predetermined time (for example, 5 seconds) or more has passed, launch control is released, the boat enters a standby state, and the trim position before launch control was started is automatically returned to. Launch control is also released when the trim-up switch 41u (see FIG. 4) is operated.

[0099] The spray control is executed according to the sea condition level when the vessel 1 is in a medium speed traveling state (e.g., 10 km / h or more) for a predetermined time (e.g., 5 seconds) or more, and the trim position is automatically controlled to the up 3 position U3 by the ECU 31. The sea condition level indicates the state of the water surface on which the vessel 1 is traveling, and is a numerical value indicating, for example, a state ranging from a flat water state to a rough state. The sea condition level is determined by the ECU 31. For example, the sea condition level may be determined based on the number of times the capsize sensor 39 is turned on and off or the number of sudden changes in engine speed (see Patent Document 3).

[0100] When the boat 1 is traveling on rough water at a speed equal to or greater than the medium speed range for a predetermined time (e.g., 5 seconds) or more, the ECU 31 executes spray control and fixes the trim position to the up 3 position U3. This reduces water splashes on passengers. When the boat speed is below the medium speed range or the sea state is calm for a predetermined time (e.g., 5 seconds) or more, the spray control is released and the boat enters a standby state, and the trim position is automatically returned to the position before the spray control started.

[0101] When the trim switch 41 (see FIG. 4) is operated in a standby state in which neither launch control nor spray control is being performed, the ECU 31 does not perform launch control or spray control, and instead gives priority to the operator's intention, i.e., the trim position set by the trim switch 41.

[0102] Performance auto trim includes launch control and cornering control. Launch control is the same as that of comfort auto trim. However, the launch control in performance control may be an auto trim with improved acceleration performance compared to the launch control in comfort auto trim.

[0103] Cornering control is executed when the ECU 31 detects the operator's intention to corner. Typically, it is executed when the ECU 31 detects deceleration just before cornering (see Patent Document 1). In cornering control, the ECU 31 automatically controls the trim position to the down 2 position D2. This lowers the bow and sets the trim to a level that provides suitable water contact resistance for cornering. When a predetermined time (e.g., 5 seconds) has elapsed since the start of cornering control, the cornering control is released and the boat enters a standby state, and the trim position before the start of cornering control is automatically returned to. Cornering control is also released when the trim up switch 41u is operated.

[0104] When the trim switch 41 is operated in a standby state in which neither launch control nor cornering control is being executed, the ECU 31 performs neither launch control nor spray control, and gives priority to the intention of the boat operator.

[0105] As described above, the boat 1 of this embodiment includes the propulsion unit 9 that generates a propulsive force for propelling the boat hull 2, the trim adjuster 21 for changing the trim of the boat hull 2, the display 40 that functions as a mode setter 44 operated by the boat operator to select and set a mode (traveling mode) related to the motion characteristics of the boat 1, and the ECU 31 as a controller that controls the trim adjuster 21 and the like. The ECU 31 controls the propulsion unit 9 in accordance with the propulsion force control characteristics corresponding to the traveling mode set by operating the display 40, and controls the trim adjuster 21 in accordance with the trim control characteristics corresponding to the traveling mode set by operating the display 40. Therefore, both the propulsion force characteristics and the trim characteristics are appropriately controlled simply by operating the display 40 to select a desired mode, so that even an operator with little knowledge and experience can provide a boat that can easily achieve desired motion characteristics with simple operations.

[0106] In this embodiment, the propulsive force control characteristics include control characteristics related to at least one of the upper limit speed and the upper limit acceleration of the vessel 1 (both in the above embodiment). Therefore, by selecting a traveling mode by operating the display 40, it is possible to set control characteristics related to at least one of the upper limit speed and the upper limit acceleration of the vessel 1 (both in the above embodiment). This makes it easy for even an operator with little knowledge and experience to achieve desired propulsive force characteristics with a simple operation.

[0107] In this embodiment, the propulsion control characteristic corresponding to the economy mode, which is an example of a first mode that can be set by operating the display 40, prescribes an upper limit speed that is set to a first speed (first value). Moreover, the propulsion control characteristic corresponding to the towing mode, which is an example of a second mode that can be set by operating the display 40, prescribes an upper limit speed that is set to a second speed (second value) that is smaller than the first speed. Therefore, when the economy mode (first mode) is selected, the upper limit speed of the boat 1 becomes the first speed (first value), and when the towing mode (second mode) is selected, the upper limit speed of the boat 1 becomes the second speed (second value) that is smaller than the first speed. In this way, the upper limit speed of the boat 1 can be appropriately set by selecting the traveling mode.

[0108] Contrary to the above embodiment, the second speed may be greater than the first speed. Also, the first speed and the second speed may be set to be equal. That is, in two or more traveling modes that can be set by operating the display 40, the upper limit speed of the boat 1 may be set to different values ​​or may be set to the same value.

[0109] In this embodiment, the propulsion control characteristics corresponding to the comfort mode and performance mode, which are examples of the third mode that can be set by operating the display 40, do not specify an upper limit speed for the boat 1. Therefore, when the comfort mode or performance mode (third mode) is selected, the upper limit speed for the boat 1 is not set, so that motion characteristics without speed restrictions can be exhibited.

[0110] In this embodiment, the trim control characteristics corresponding to the economy mode, comfort mode, and performance mode, which are examples of the fourth mode that can be set by operating the display 40, include a control characteristic that changes the trim position during operation in those sailing modes. Therefore, when the economy mode, comfort mode, or performance mode (fourth mode) is selected, a trim control characteristic that automatically changes the trim position is set. This allows the boat 1 to sail while leaving the setting of an appropriate trim position to the automatic control of the ECU 31.

[0111] In this embodiment, the trim control characteristics include a control characteristic that changes the trim position during operation in the economy mode, the comfort mode, and the performance mode in accordance with the state of the vessel 1. The state of the vessel 1 preferably includes at least one of the vessel speed, the output of the propulsion motor 9, the sea conditions around the vessel 1, the acceleration / deceleration state, and the turning state.

[0112] In the above-described embodiment, in auto trim in economy mode, the trim position is changed depending on the boat speed, more specifically, depending on whether the boat speed is in the non-planing speed region or the planing speed region.

[0113] In the launch control included in the comfort auto trim and performance auto trim, the trim position is automatically controlled according to the boat speed. In the launch control, the trim position may be controlled using the engine speed (i.e., the output of the propulsion unit 9) as an index instead of the boat speed.

[0114] In the spray control included in the comfort auto trim, the capsizing sensor 39 detects the acceleration (especially the vertical acceleration) of the hull 2 ​​and monitors the change in engine speed to determine the level of sea conditions around the boat 1. The trim position is automatically controlled according to the determination.

[0115] The cornering control included in the performance auto trim detects the state immediately before cornering based on the deceleration state, and automatically controls the trim position accordingly.

[0116] In addition, in this embodiment, the trim control characteristics corresponding to the towing mode, which is an example of the fifth mode that can be set by operating the display 40, include a control characteristic that keeps the trim constant during operation in the towing mode (fifth mode). Therefore, when the towing mode (fifth mode) is selected, the boat 1 can be sailed with the trim position fixed. The fixed trim position is, of course, a position that matches the propulsion control characteristics corresponding to the towing mode (fifth mode), and is the down 2 position D2 in this embodiment. As a result, the propulsion control characteristics and the trim control characteristics match each other, making it easier to achieve the motion characteristics desired by the boat operator. In this embodiment, the trim position is kept constant during operation in the towing mode (fifth mode), regardless of the state of the boat 1.

[0117] In this embodiment, the trim control characteristics corresponding to the economy mode, comfort mode, and performance mode, which are examples of the sixth mode that can be set by operating the display 40, include control characteristics that change the trim in accordance with the state of the boat 1. On the other hand, the trim control characteristics corresponding to the towing mode, which is an example of the seventh mode that can be set by operating the display 40, include control characteristics that keep the trim constant regardless of the state of the boat 1. Therefore, appropriate trim control characteristics can be obtained by selecting the traveling mode, making it easy to achieve the motion characteristics desired by the boat operator.

[0118] In this embodiment, the trim control characteristic corresponding to the economy mode, which is an example of the eighth mode that can be set by operating the display 40, includes a characteristic that specifies a first trim position (down 3 position D3) when the speed of the vessel 1 is in the non-planing speed range, and specifies a second trim position (neutral position N) that is higher than the first trim position (down 3 position D3) when the speed of the vessel 1 is in the planing speed range. The relatively lower first trim position (down 3 position D3) is suitable for encouraging the vessel 1, which is a planing boat, to transition from a non-planing state to a planing state, but is a trim position that has a large water contact area and therefore has a large running resistance. The relatively higher second trim position (neutral position N) is not necessarily suitable for encouraging the vessel 1 to transition from a non-planing state to a planing state, but is a trim position that has a small water contact area and therefore has a low running resistance, and therefore is an energy-efficient trim position when sailing (planing). Therefore, by setting the first trim position and the second trim position in the non-planing speed region and the planing speed region, respectively, a quick transition from a non-planing state to a planing state can be achieved, and energy efficiency in the planing state is improved, making it easier to achieve energy-efficient maneuvering characteristics.

[0119] In this embodiment, the trim control characteristic corresponding to the towing mode, which is an example of the ninth mode that can be set by operating the display 40, includes a control characteristic that fixes the water flow from the propulsion unit 9 (water jet propulsion unit) to a trim position that faces downward relative to the water surface. Therefore, by selecting the towing mode (ninth mode), the direction of the water flow from the propulsion unit 9 can be fixed below the water surface. This allows the boat 1 to sail while preventing the water flow from being sprayed onto the water surface behind the boat 1. Therefore, when towing a towed object such as a wakeboard or tube, it is possible to prevent a large amount of water splashing on the player of the wakeboard or tube. Therefore, even an operator with little knowledge or experience can sail the boat 1 at an appropriate trim position during towing.

[0120] In this embodiment, the display color of a predetermined display area of ​​the display 40 corresponds to the selected traveling mode, so that the operator can easily recognize the selected mode, and can easily realize the motion characteristics desired by the operator.

[0121] Although one embodiment of the present invention has been described above, the present invention can be embodied in other forms.

[0122] For example, as shown in FIG. 4, the boat 1 may include a movable sponson 25 (also see FIG. 1) and a sponson actuator 26 that moves the sponson 25. The sponson 25 is a component that is attached to the hull 2 ​​in order to improve the sailing performance (e.g., cornering performance) of the boat 1. By changing the position of the movable sponson 25, the action of the sponson 25 against the water flow can be adjusted. Therefore, the ECU 31 adjusts the position of the sponson 25 by controlling the sponson actuator 26. By the ECU 31 automatically adjusting the position of the sponson 25 appropriately according to the sailing mode, the boat operator can automatically adjust the position of the sponson 25 by performing an operation to select the sailing mode. As a result, even if the boat operator has little knowledge and experience, the boat operator can achieve the sailing state intended by the boat operator.

[0123] In one sailing mode (mode 10), the sponsons 25 may be held in a preset fixed position (one example of a sponson control characteristic), while in another sailing mode (mode 11), the position of the sponsons 25 may be changed while sailing in that sailing mode (another example of a sponson control characteristic).

[0124] In addition, in the above embodiment, a water jet propulsion boat is taken as an example, but the present invention can be applied to other planing boats such as outboard motor boats, and also to watercraft other than planing boats. The drive source for the propulsion unit does not have to be an engine, and may be an electric motor.

[0125] In addition, various design modifications can be made within the scope of the claims. [Explanation of symbols]

[0126] 1: vessel, 2: hull, 9: propulsion unit, 17: deflector, 20: trim actuator, 21: trim adjuster, 25: sponson, 26: sponson actuator, 31: ECU, 40: display, 43: trim mode setting device, 44: mode setting device, 56: sailing mode display, 71-75: mode selection button, 81: upper limit speed setting section, 82: upper limit acceleration setting section, 83: auto trim setting section

Claims

1. A propulsion unit that generates a propulsive force for propelling the hull; a trim adjuster for varying the trim of the hull; a mode setting device operated by a ship operator to select and set a mode related to the motion characteristics of the ship; a controller that controls the propulsion unit in accordance with a propulsion force control characteristic corresponding to a mode set by the mode setter, and controls the trim adjuster in accordance with a trim control characteristic corresponding to the mode set by the mode setter.

2. 2. The marine vessel of claim 1, wherein the propulsion control characteristic includes a control characteristic for at least one of an upper limit vessel speed and an upper limit vessel acceleration.

3. 3. The vessel according to claim 2, wherein the propulsion control characteristic corresponding to a first mode settable by the mode setter defines an upper limit speed of the vessel set to a first value, and the propulsion control characteristic corresponding to a second mode settable by the mode setter defines an upper limit speed of the vessel set to a second value smaller than the first value.

4. 4. The vessel according to claim 3, wherein the propulsion control characteristic corresponding to the third mode that can be set by the mode setter does not define an upper speed limit for the vessel.

5. 2. The marine vessel of claim 1, wherein the trim control characteristic corresponding to a fourth mode settable by the mode setter includes a control characteristic that varies trim while operating in the fourth mode.

6. 2. The marine vessel of claim 1, wherein the trim control characteristic corresponding to a fifth mode settable by the mode setter includes a control characteristic that holds trim constant during operation in the fifth mode.

7. 2. The vessel according to claim 1, wherein the trim control characteristic corresponding to a sixth mode settable by the mode setter includes a control characteristic that changes the trim in accordance with a state of the vessel, and the trim control characteristic corresponding to a seventh mode settable by the mode setter includes a control characteristic that keeps the trim constant regardless of the state of the vessel.

8. The vessel according to any one of claims 1 to 7, wherein the vessel is a planing boat.

9. 9. The vessel of claim 8, wherein the trim control characteristic corresponding to an eighth mode settable by the mode setter includes a characteristic that specifies a first trim when the vessel speed is in a non-planing speed region and that specifies a second trim greater than the first trim when the vessel speed is in a planing speed region.

10. The vessel according to any one of claims 1 to 7, wherein the propulsion unit is a water jet propulsion unit.

11. 11. The watercraft according to claim 10, wherein the trim control characteristic corresponding to a ninth mode that can be set by the mode setter includes a control characteristic that fixes a trim such that the water flow ejected from the water jet propulsion device is directed downward relative to the water surface.

12. Movable sponsons that can be attached to the hull; a sponson actuator for moving the sponson; The marine vessel of claim 1 , wherein the controller controls the sponson actuators in accordance with a sponson control characteristic that corresponds to a mode set by the mode setter.

13. 13. The marine vessel of claim 12, wherein the sponson control characteristics corresponding to a tenth mode settable by the mode setter include a control characteristic that holds the sponsons in a constant position during operation in the tenth mode.

14. 14. The marine vessel of claim 12 or 13, wherein the sponson control characteristic corresponding to an eleventh mode settable by the mode setter includes a control characteristic that varies a position of the sponson during operation in the eleventh mode.

15. The watercraft according to claim 1 , further comprising a display that displays maneuvering information and changes a display color of a predetermined display area according to the mode set by the mode setter.

Images