Watercraft

Abstract

To provide a ship capable of reducing influence caused by an attitude of the ship.SOLUTION: The marine vessel includes a propulsion device, an accelerator, a trim adjuster, and a controller that controls the trim adjuster and a trim position. The trim positions include a bow-up position (U3) for achieving a bow-up attitude in which the bow is raised, and at least one normal position (D1, N, U1, U2) for achieving a normal attitude in which the bow is closer to the water surface than in the bow-up attitude. The controller is configured or programmed to determine whether or not the hull is in a bow-up attitude, and to execute a forced trim-down control to control the trim position to a normal position when a duration of the bow-up attitude reaches a predetermined time limit. The controller may prohibit changing to the bow-up position during a predetermined restart prohibition time after executing the forced trim-down control.SELECTED DRAWING: Figure 7A

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 describes an improvement to a jet propulsion boat in which the direction of the jet flow is changed to place the hull in a bow-up position and maintain that bow-up position. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2024-39840 Summary of the Invention [Problem to be solved by the invention]

[0005] The structure and arrangement of the elements constituting the ship, particularly the elements of the drive system, are optimized for the ship's normal sailing position. Therefore, in the bow-up position as described in Patent Document 1, the load on the ship's components may be large. For example, if the drive source includes an engine, the action of gravity on the engine's lubrication system and cooling system (e.g., a cooling water circulation system) is affected by the ship's position.

[0006] Therefore, one embodiment of the present invention provides a ship that can reduce the influence caused by the attitude of the ship. [Means for solving the problem]

[0007] One embodiment of the present invention provides a marine vessel including a propulsion unit that generates propulsive force for propelling a hull, an accelerator operator operated by a user to change the output of the propulsion unit, a trim adjuster having multiple trim positions for changing the trim of the hull, the trim adjuster operated by the user to change the trim of the hull, and a controller that controls the output of the propulsion unit in response to operation of the accelerator operator and controls the trim position of the trim adjuster in response to operation of the trim adjuster. The multiple trim positions include a bow-up position for achieving a bow-up attitude, which is a predetermined hull attitude with the bow raised, and at least one normal position for achieving a normal attitude in which the bow is closer to the water surface than in the bow-up attitude. The controller determines whether the hull is in the bow-up attitude, and, when the duration of the bow-up attitude reaches a predetermined time limit, executes forced trim-down control to control the trim position of the trim adjuster to the normal position.

[0008] In one embodiment of the present invention, the controller prohibits the trim position of the trim adjuster from being changed to the bow-up position for a predetermined restart prohibition time after executing the forced trim-down control.

[0009] In one embodiment of the present invention, the controller executes automatic return control to return the trim position of the trim adjuster to the bow-up position after the predetermined restart prohibition time has elapsed.

[0010] In one embodiment of the present invention, the controller interrupts measurement of the duration when the attitude of the ship is no longer in the bow-up attitude before the duration of the bow-up attitude reaches the predetermined time limit, and resumes measurement of the duration when the attitude of the ship returns to the bow-up attitude within a predetermined holding time after the interruption, and ends measurement of the duration when the attitude of the ship does not return to the bow-up attitude even after the predetermined holding time has elapsed.

[0011] In one embodiment of the present invention, the controller changes the trim position of the trim adjuster at a first speed in response to operation of the trim operator, and when changing the trim position of the trim adjuster without operating the trim operator, changes the trim position at a second speed that is slower than the first speed.

[0012] In one embodiment of the present invention, the propulsion device includes an engine (internal combustion engine), and the controller acquires an alarm (information related to an abnormality determination and / or a warning determination) related to the engine, and when an alarm related to the engine has occurred, prohibits the trim position of the trim adjuster from being changed to the bow-up position.

[0013] In one embodiment of the present invention, the warning regarding the engine includes at least one of abnormality determination information of the engine, overheat warning determination information of the engine, and oil pressure warning determination information of the engine.

[0014] In one embodiment of the present invention, the propulsion device includes an engine (internal combustion engine), and the controller prohibits changing the trim position of the trim adjuster to the bow-up position until a predetermined startup inhibition time has elapsed since operation of the engine has started.

[0015] In one embodiment of the present invention, the controller determines that the vessel is in the bow-up attitude when the trim position of the trim adjuster is the bow-up position and the output of the propulsion unit is equal to or greater than a predetermined determination threshold.

[0016] In one embodiment of the present invention, the propulsion device is a water jet propulsion device including an engine and a jet propulsion pump driven by the engine.

[0017] In one embodiment of the present invention, the watercraft is a personal watercraft including a steering handlebar. [Effects of the Invention]

[0018] According to the present invention, a ship capable of reducing the influence caused by the attitude of the ship can be provided. [Brief explanation of the drawings]

[0019] [Figure 1] FIG. 1 is a left side view of a vessel according to one embodiment of the present invention. [Figure 2] FIG. 2 is a cross-sectional view showing a vertical cross section along the fore-and-aft direction of a propulsion unit provided on a vessel. [Figure 3] FIG. 3 is a plan view of the vicinity of the steering handlebar. [Figure 4] FIG. 4 shows an example of a bow-up position of a ship. [Figure 5] FIG. 5 is a block diagram for explaining the electrical configuration of the vessel. [Figure 6] FIG. 6 shows an example of a display screen of the display. [Figure 7A] FIG. 7A shows an overview of trim position control when automatic return control is disabled or not implemented. [Figure 7B] FIG. 7B shows an overview of trim position control when automatic return control is enabled. [Figure 8] FIG. 8 is a flowchart showing an example of a process that the controller (SCU) repeatedly executes at a predetermined control period. [Figure 9] FIG. 9 is a flowchart illustrating an example of the initial process. [Figure 10A] FIG. 10A is a flowchart for explaining a specific example of the execution permission determination process. [Figure 10B] FIG. 10B is a flowchart for explaining a specific example of the execution permission determination process. [Figure 10C] FIG. 10C is a flowchart for explaining a specific example of the execution permission determination process. [Figure 11] FIG. 11 is a flowchart illustrating an example of the execution determination process. [Figure 12A] FIG. 12A is a flowchart illustrating an example of the release process. [Figure 12B] FIG. 12B is a flowchart illustrating an example of the release process. [Figure 13] FIG. 13 is a time chart showing an example of operation when the mode is changed to the bow-up mode in response to a trim-up operation by the user. [Figure 14] FIG. 14 is a time chart showing an example of operation when the restart prohibition timer is not 0. [Figure 15] FIG. 15 is a time chart showing an example of an operation related to automatic cancellation of the bow-up mode. [Figure 16] FIG. 16 shows an example of a message displayed when the aircraft is in the bow-up position. [Figure 17] FIG. 17 shows an example of a message displayed when the bow-up attitude is forcibly released. DETAILED DESCRIPTION OF THE INVENTION

[0020] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0021] Fig. 1 is a left side view of a boat 1 according to one embodiment of the present invention. Fig. 2 is a cross-sectional view showing a vertical cross section along the fore-and-aft direction of a propulsion unit 9 provided on the boat 1. Fig. 3 is a plan view of the vicinity of a steering handlebar 6. In this embodiment, the boat 1 is a water jet propulsion boat, more specifically, a personal watercraft (PWC).

[0022] The vessel 1 comprises a hull 2 ​​(hull) 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 hull, and a deck 4 that is located above the body 3. The propulsion unit 9 is located inside the hull 2. The propulsion unit 9 is a water jet propulsion unit that generates thrust by sucking water in from the bottom of the hull and spraying it rearward.

[0023] The boat 1 is equipped with a seat 5 on which a user (operator) sits and a steering handlebar 6 operated by the user to steer the boat 1. The seat 5 may be for one person, or for two or three people. Personal watercrafts may not be equipped with a seat. The boat 1 is also equipped with an accelerator lever 7 operated by the user to change the amount of thrust with which the propulsion unit 9 moves the hull 2 ​​forward, and a reverse lever 8 (reverse operator) operated by the user to change the amount of thrust with which the propulsion unit 9 moves the hull 2 ​​backward. The accelerator lever 7 is an example of an accelerator operator.

[0024] Two handle grips 6g are attached to both ends of the steering handlebar 6 to be gripped by the user's right and left hands. The steering handlebar 6 can rotate left and right relative to the boat body 2 around 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.

[0025] The accelerator lever 7 and the reverse lever 8 are attached to the steering handlebar 6. The accelerator lever 7 is located in front of the right handle grip 6g. The reverse lever 8 is located 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.

[0026] 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 from 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 from 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 (specifically, the engine speed), i.e., the output of the propulsion unit 9, increases as the accelerator lever 7 approaches the maximum output position.

[0027] 2, the propulsion unit 9 includes a jet propulsion pump 11 that generates thrust by sucking water in from the bottom of the vessel and spraying it rearward, and an engine 10 that serves as a drive source for driving the jet propulsion pump 11. The jet propulsion pump 11 includes a water intake 12 that opens at the bottom of the vessel, a nozzle 16 that sprays the water sucked into the water intake 12 rearward, and a flow path 13 that guides water from the water intake 12 to the nozzle 16. The jet propulsion pump 11 also 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.

[0028] 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 can rotate 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 thrust that turns the boat 1.

[0029] When the user 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 movement 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 the detection value of a steering position sensor that detects the position of the steering handlebar 6 (both not shown).

[0030] 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 (the 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 a 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 a rear view.

[0031] 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 user operates the reverse lever 8, the ECU 31 drives the reverse actuator 19 to move the bucket 18, thereby placing the bucket 18 in a position that corresponds to the position of the reverse lever 8.

[0032] When the deflector 17 jets water rearward while the bucket 18 is positioned at the F position, 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 while the bucket 18 is positioned at the R position, 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.

[0033] In the following description, when the bucket 18 is disposed in the F position and the propulsive force generated by the propulsion unit 9 is in the forward direction, the shift mode of the boat 1 may be referred to as F mode (forward mode). Similarly, when the bucket 18 is disposed in the R position and the propulsive force generated by the propulsion unit 9 is in the reverse direction, the shift mode of the boat 1 may be referred to as R mode (reverse mode). The shift mode of the boat 1 is determined by the position of the bucket 18. The bucket 18 may also be disposed in the N position (a predetermined position between the F position and the R position) where the propulsive force in the forward direction and the propulsive force in the reverse direction are balanced. In this case, no effective propulsive force in the fore-and-aft direction is applied to the boat 1. The shift mode in this case is called the N mode (neutral mode).

[0034] The deflector 17 can rotate left and right relative to the nozzle 16 about a vertical steering axis As, and can also rotate up and down relative to the nozzle 16 about a horizontal trim axis At. When the deflector 17 is tilted up or down relative to the nozzle 16, the flow of water jetted rearward from the deflector 17 also tilts up or down relative to the nozzle 16. When water is jetted from the deflector 17 in a state in which the deflector 17 is tilted up or down relative to the nozzle 16 and the bucket 18 is positioned 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.

[0035] Trim is one of the indicators used to determine the degree to which the vessel 1 is inclined in the fore-and-aft direction relative to the water surface. Trim refers to the difference between the vertical distance from the point where the bow B1 meets the water surface to the keel, and the vertical distance from the point where the stern S1 meets the water surface to the keel. In other words, trim refers to 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).

[0036] When the deflector 17 is tilted upward relative to the nozzle 16 and the bucket 18 is positioned at position F, jetting water from the deflector 17 generates a thrust 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, jetting water from the deflector 17 generates a thrust 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.

[0037] Hereinafter, upward movement of the bow B1 relative to the stern S1 will be referred to as "trim up," and downward movement of the bow B1 relative to the stern S1 will be referred to as "trim down." Hereinafter, the position of the deflector 17 in the vertical direction relative to the nozzle 16 will be 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.

[0038] The boat 1 is equipped with a trim adjuster 21 that adjusts the trim position and thereby adjusts 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 also include an actuator other than an electric motor. The trim actuator 20 is connected to the SCU 32, which will be described later. The SCU 32 controls the trim actuator 20 to change the trim position of the deflector 17, thereby moving the bow B1 up and down relative to the stern S1 and changing the trim. In this embodiment, a trim switch 41 (see FIG. 3), which is an example of a trim operator, is provided on the steering handlebar 6 for manual adjustment of the trim.

[0039] The deflector 17 can rotate up and down relative 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 rotate up and down relative to the nozzle 16 within a range from the down position D1 to the up 3 position U3. The trim actuator 20 can position the deflector 17 at any trim position between the down position D1 and the up 3 position U3. However, when the user operates the trim switch 41 to manually adjust the trim, the trim actuator 20 is controlled to gradually increase and decrease the trim position among the down position D1, neutral position N (the position shown in FIG. 2), up 1 position U1, up 2 position U2, and up 3 position U3. The neutral position N is a position where the trim angle is zero, and the main jet directions of the nozzle 16 and the deflector 17 are aligned in the vertical direction. The up 1 position U1, up 2 position U2, and up 3 position U3 are positions higher than the neutral position N, in that order. The down position D1 is a position lower than the neutral position N. For example, the neutral position N may be a position where the deflector 17 is directed downward by approximately 10 degrees with respect to the waterline WL. The up 1 position U1 may be a position where the deflector 17 is directed downward by approximately 6 degrees with respect to the waterline WL. The up 2 position U2 may be a position where the deflector 17 is directed upward by approximately 5 degrees with respect to the waterline WL. The up 3 position U3 may be a position where the deflector 17 is directed upward by approximately 13 degrees with respect to the waterline WL. The down position D1 may be a position where the deflector 17 is directed downward by approximately 15 degrees with respect to the waterline WL. Further down positions lower than the down position D1 may be set.

[0040] The up 3 position U3 is an example of a bow-up position for achieving a bow-up attitude, which is a predetermined hull attitude with the bow B1 raised. The down position D1, neutral position N, up 1 position U1, and up 2 position U2 are examples of normal positions for achieving a normal hull attitude in which the bow B1 is closer to the water surface than in the bow-up attitude.

[0041] The bow-up position is a hull position in which the bow B1 is raised higher than the normal position, as shown in an example in Figure 4, and is, for example, a position in which the bow B1 is raised at an elevation angle of more than 45 degrees relative to the stationary hull position (e.g., an upright position).When the shift mode is F mode, the boat 1 can be sailed with the hull 2 ​​(hull) in a bow-up position by setting the trim position to the up 3 position U3 and setting the engine speed to a predetermined bow-up start speed (e.g., 5000 rpm) or higher.

[0042] 5 is a block diagram illustrating 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 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 in accordance with 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 to control the boat 1 via the communication network N1. In this embodiment, the SCU 32 is an example of a controller that controls the trim position of the trim adjuster 21.

[0043] 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 in accordance with the programs in the memory 31m. The ECU 31 further includes an input interface 31i that acquires detection values ​​from 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. Similarly, the SCU 32 includes a memory 32m that stores information such as programs, a processor 32c (CPU) that performs calculations and commands in accordance with the programs in the memory 32m, an input interface 32i that acquires detection values ​​from sensors provided on the boat 1, an output interface 32o that drives electrical equipment provided on the boat 1, and a communication interface 32co that communicates via the communication network N1. The communication network N1 is typically a CAN (Control Area Network).

[0044] In this embodiment, the SCU 32 controls the reverse actuator 19 and the trim actuator 20 in response to the operation of the trim switch 41 and the internal processing of the SCU 32. However, the ECU 31 may be able to control the reverse actuator 19 and the trim actuator 20 via the SCU 32, or the SCU 32 may be omitted and the ECU 31 may directly control the reverse actuator 19 and the trim actuator 20. Figures 8 to 16, which will be described later, show examples in which the SCU 32 controls the reverse actuator 19 and the trim actuator 20 in response to the operation of the trim switch 41 and its internal processing.

[0045] The boat 1 is equipped with an accelerator position sensor 33 that detects the position of the accelerator lever 7, a reverse position sensor 34 that detects the position of the reverse lever 8, and an engine speed sensor 35 that detects the rotational speed (engine RPM) of the engine 10. The boat 1 is further equipped with a bucket position sensor 36 that detects the position of the bucket 18, and a trim position sensor 37 that detects the trim position of the deflector 17. The boat 1 may further be equipped with a boat speed sensor 38 that detects the boat speed (the speed of the boat 1). The boat 1 may also be equipped with a capsize sensor 39 that detects whether the hull 2 ​​has capsized. All of these sensors are connected to the communication network N1, and therefore the ECU 31 and SCU 32 can acquire output signals from these sensors.

[0046] The boat speed sensor 38 includes, for example, a GNSS (Global Navigation Satellite System) receiver and uses, for example, a GPS (Global Positioning System) to output information indicating the speed of the boat hull 2. Alternatively, a sensor such as a Pitot tube may be used as the boat speed sensor 38. Instead of detecting the boat speed with the boat speed sensor 38, the boat speed can also be estimated by performing arithmetic processing on the engine speed detected by the engine speed sensor 35, for example.

[0047] The ECU 31 changes the output of the engine 10 based on the detection value of the accelerator position sensor 33. The ECU 31 and the SCU 32 acquire information on the output of the engine 10, more specifically, the engine speed detected by the engine speed sensor 25. Furthermore, based on the detection value of the reverse position sensor 34, the SCU 32 drives the reverse actuator 19 to change the position of the bucket 18, and the ECU 31 changes the output of the engine 10. The ECU 31 and the SCU 32 can further determine, based on the detection value of the bucket position sensor 36, the position at which the bucket 18 is positioned within the range from the F position to the R position. Therefore, based on the detection value of the bucket position sensor 36, the ECU 31 or the SCU 32 can determine whether the shift mode of the boat 1 is an F mode in which forward propulsive force is imparted to the boat 1, an R mode in which reverse propulsive force is imparted to the boat 1, or an N mode in which effective forward / reverse propulsive force is not imparted to the boat 1.

[0048] The boat 1 is equipped 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. Of course, 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 located anywhere on the boat 1 as long as it is visible to a user operating the steering handlebar 6. The ECU 31 controls the display 40 to display information (maneuvering information) that is useful for maneuvering the boat 1, such as boat speed and trim position.

[0049] The boat 1 is equipped with a trim switch 41 that is operated by the user to move the bow B1 up and down relative to the stern S1. Specifically, the trim switch 41 includes a trim-up switch 41u that is operated by the user to trim up, and a trim-down switch 41d that is operated by the user to trim 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 located near the left handle grip 6g.

[0050] When the trim switch 41 is operated, the SCU 32 controls the trim actuator 20 to move the deflector 17 to one of the down position D1, neutral position N, up 1 position U1, up 2 position U2, and up 3 position U3. However, even if the trim-up switch 41u is operated, movement of the deflector 17 to the up 3 position U3 may be prohibited. Also, even if the trim switch 41 is not operated, the deflector 17 may automatically move from the up 3 position U3 to a lower trim position. This will be described in detail later.

[0051] 6 shows an example of a display screen of the display 40, an example of a normal display 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 rotation speed display 52, a remaining fuel amount display 53, a trim setting display 54, a remaining battery amount display 55, a shift mode display 56, an alarm display 57, etc.

[0052] The trim setting display 54 displays the trim position. In this example, multiple indicators (four in this example) iD1, iN, iU1, iU2, and iU3 corresponding to multiple trim positions D1, N, U1, U2, and U3, respectively, are arranged vertically to correspond to the vertical relationship of the trim positions. In addition, an icon 58 representing the bow-up attitude is arranged near indicator iU3, which corresponds to the up 3 position U3.

[0053] 7A and 7B are diagrams for explaining an overview of trim position control by the SCU 32. Fig. 7A shows an overview of control when automatic return control, which will be described later, is disabled or not implemented, and Fig. 7B shows an overview of control when the automatic return control is enabled.

[0054] After the engine 10 is started, the SCU 32 is in the normal mode. Here, the normal mode refers to a state in which only normal positions, that is, any one of the trim positions of the down position D1, the neutral position N, the up 1 position U1, and the up 2 position U2, are permitted. The SCU 32 is in the bow-up mode under certain conditions. Here, the bow-up mode refers to a state in which the trim position is permitted to be the bow-up position, that is, the up 3 position U3. In other words, in this embodiment, it is more accurate to say that the normal mode and the bow-up mode represent classifications of control states rather than control modes of the SCU 32.

[0055] Immediately after starting the engine 10, the SCU 32 controls the trim position to the neutral position N and prohibits setting of the up 3 position U3 until a predetermined start-up prohibition time (for example, 6 seconds) has elapsed, preventing transition to the bow-up mode. This allows the normal mode to be maintained until each part of the engine 10 can be sufficiently lubricated.

[0056] In the normal mode, the SCU 32 controls trim-up and trim-down within the normal position range (from the down position D1 to the up 2 position U2) in response to the operation of the trim switch 41. That is, the SCU 32 executes control to move the trim position one step higher in response to a single operation of the trim-up switch 41u (hereinafter sometimes referred to as a "trim-up operation"). Similarly, the SCU 32 executes control to move the trim position one step lower in response to a single operation of the trim-down switch 41d (hereinafter sometimes referred to as a "trim-down operation").

[0057] In the normal mode, when the trim position is in the up 2 position U2, it is checked whether the transition conditions to the bow-up mode are satisfied. The transition conditions include a trim-up operation being performed. The transition conditions also include the elapse of the start-up inhibition time. The transition conditions further include the elapse of the restart inhibition time, which will be described later. The transition conditions also include the absence of an alarm related to the engine 10, i.e., the absence of any abnormality in the engine 10, etc. If these transition conditions are satisfied, the SCU 32 transitions to the bow-up mode and controls the trim position to the up 3 position U3 (bow-up position).

[0058] In the bow-up mode, the SCU 32 determines whether the hull 2 ​​(hull) is in the bow-up attitude. Specifically, the SCU 32 determines that the hull 2 ​​(hull) is in the bow-up attitude when the trim position is in the up 3 position U3 (bow-up position) and the engine speed (corresponding to the output of the propulsion unit) is equal to or greater than a bow-up start speed (for example, 5000 rpm), which is a predetermined determination threshold.

[0059] When the SCU 32 determines that the hull 2 ​​(ship) is in a bow-up position, it measures the duration of the bow-up position. Hereinafter, the state of the vessel 1 when the hull 2 ​​(ship) is in a bow-up position may be referred to as the "bow-up state." When the duration of the bow-up state reaches a predetermined time limit (e.g., 120 seconds), the SCU 32 executes forced trim-down control to control the trim position to a predetermined target trim position. The predetermined target trim position is a normal position, i.e., down position D1, neutral position N, up 1 position U1, or up 2 position U2. For example, it is preferable to set up 2 position U2, which has the smallest difference from up 3 position U3, as the target trim position for the forced trim-down control. This forced trim-down control limits the time the hull 2 ​​(ship) is maintained in a bow-up position to within the time limit, thereby reducing the impact of the bow-up position. Specifically, it reduces the load on the engine 10, such as the load on the lubrication system and cooling system of the engine 10.

[0060] After executing the forced trim-down control, the SCU 32 prohibits changing the trim position to the up 3 position U3 (bow-up position) for a predetermined restart prohibition time (e.g., 5 seconds). That is, until the restart prohibition time has elapsed, even if the user operates the trim switch 41, the trim position cannot be raised to the up 3 position U3. Only trim position changes within the range between the down position D1 and the up 2 position U2 are permitted, and the trim position is maintained at the normal position. The restart prohibition time is preferably set to a length that allows sufficient recovery of lubrication and / or cooling for each part of the engine 10. This reduces the effects of the bow-up position and reduces the load on the engine 10.

[0061] After the restart prohibition time has elapsed, the SCU 32 may perform automatic return control to automatically return the trim position to the up 3 position U3 (bow up position). A control overview when this automatic return control is not performed is shown in Figure 7A, and a control overview when the automatic return control is performed is shown in Figure 7B.

[0062] First, with reference to FIG. 7A, a case where automatic return control is not performed will be described.

[0063] When the duration of the bow-up state reaches a predetermined time limit (for example, 120 seconds), the SCU 32 executes forced trim-down control to transition to the normal mode. Also, when a trim-down operation is performed during the bow-up mode, the SCU 32 transitions to the normal mode.

[0064] In the bow-up mode, the attitude of the vessel 1 may change from the bow-up attitude before the duration of the bow-up state reaches a predetermined time limit (for example, 120 seconds). Specifically, this occurs when the user operates the accelerator lever 7 to reduce the output (rotation speed) of the engine 10. In this case, the SCU 32 suspends measurement of the duration of the bow-up state. If the bow-up state is restored within a predetermined hold time (for example, within 5 seconds) after the measurement is suspended, the SCU 32 resumes measurement of the duration of the bow-up state. In other words, even if the determination of the bow-up state is temporarily resolved by a temporary deceleration operation, measurement of the duration of the bow-up state is suspended during the hold time, and measurement of the duration is resumed when the bow-up state is restored thereafter. As a result, if the user attempts to continue or interrupt the bow-up state beyond the time limit by a short-term deceleration operation within the hold time, the measurement of the duration of the bow-up state is not initialized. This reliably limits the duration of the bow-up state and reliably reduces the load on the engine 10, etc.

[0065] On the other hand, if the bow-up state is not restored after a predetermined hold time has elapsed, the SCU 32 stops measuring the duration of the bow-up state and discards the measurement value. During this time, the SCU 32 remains in the bow-up mode, and unless the user performs a trim-down operation, the trim position is maintained at the up 3 position U3 (bow-up position). Therefore, the bow-up state is not restricted more than necessary.

[0066] The user's trim-down operation may cause the bow to end as the bow-up state before the duration of the bow-up state reaches a predetermined time limit (for example, 120 seconds). In this case, the trim position returns to the normal position (down position D1 to up 2 position U2), and the SCU 32 transitions to the normal mode. Then, the SCU 32 suspends measurement of the duration of the bow-up state. After the suspension of measurement, if the attitude of the vessel 1 returns to the bow-up attitude within a predetermined hold time (for example, within 5 seconds), the SCU 32 resumes measurement of the duration of the bow-up attitude. In other words, when the user's trim-up operation causes the trim position to become the up 3 position U3 and the engine speed becomes equal to or higher than the bow-up start speed (for example, 5000 rpm), the SCU 32 determines that the vessel 1 has returned to the bow-up state and resumes measurement of the duration. In other words, even if the bow-up state determination is temporarily canceled by a temporary trim-down operation, measurement of the duration of the bow-up state is suspended during the suspension time, and then resumes when the bow-up state is restored. As a result, if the user sets the trim position to the normal position for only a short time within the suspension time and attempts to continue or intermittently maintain the bow-up state beyond the time limit, measurement of the duration of the bow-up state is not initialized. This reliably limits the duration of the bow-up state, thereby reliably reducing the load on the engine 10, etc.

[0067] On the other hand, if the attitude of the vessel 1 does not return to the bow-up attitude even after the aforementioned predetermined holding time has elapsed, the SCU 32 ends measurement of the duration of the bow-up state and discards the measurement value. Therefore, the bow-up state is not restricted more than necessary.

[0068] Next, a case where automatic return control is performed will be described with reference to FIG. 7B.

[0069] The SCU 32 maintains the bow-up mode even if the duration of the bow-up state reaches a predetermined time limit (for example, 120 seconds) and the forced trim-down control is executed.

[0070] As described above, in the bow-up mode, the bow-up state determination may be canceled by the user's deceleration operation before the bow-up state duration reaches the predetermined time limit. In this case, the operation is the same as in the case of FIG. 7A.

[0071] Furthermore, due to a trim-down operation by the user, the attitude of the vessel 1 may change from the bow-up attitude before the duration of the bow-up state reaches a predetermined time limit. In this case, the trim position becomes the normal position (down position D1 to up 2 position U2), and the SCU 32 transitions to the normal mode. The operation in this case is also the same as that in FIG. 7A.

[0072] When the duration of the bow-up state reaches a predetermined time limit (e.g., 120 seconds) and the trim position is changed to a normal position (e.g., up 2 position U2) by forced trim-down control, the SCU 32 maintains the bow-up mode. The SCU 32 then prohibits the trim position from being changed to the up 3 position U3 (bow-up position) for a predetermined restart prohibition time (e.g., 5 seconds). In other words, even if the user operates the trim switch 41, the trim position cannot be raised to the up 3 position U3, and the trim position is maintained within the normal position range. When the target trim position of the forced trim-down control is below the up 2 position U2, a trim-up operation to the up 2 position U2 is permitted, and the bow-up mode is maintained. On the other hand, if a trim-down operation is performed during the bow-up mode, the SCU 32 transitions to the normal mode.

[0073] On the other hand, if the bow-up mode is maintained until the restart prohibition time has elapsed, the SCU 32 executes automatic return control to automatically return the trim position to the up 3 position U3 (bow-up position). Therefore, the trim position for the bow-up attitude is automatically set without the need for the user to operate the trim-up switch 41u. As a result, the user can operate the accelerator lever 7 to set the engine speed to the bow-up rotational speed or higher, thereby placing the hull 2 ​​in the bow-up attitude and sailing the boat 1.

[0074] As described above, it is preferable that the restart inhibition time be set to a length that allows sufficient recovery of lubrication and / or cooling of each part of the engine 10. This can reduce the effects caused by the bow-up attitude and the load on the engine 10, even when the automatic return control is performed.

[0075] Again, the common features between the case where the automatic return control is performed and the case where it is not performed will be further explained.

[0076] When changing the trim position in response to the operation of the trim switch 41, the SCU 32 changes the trim position at a first speed. On the other hand, when changing the trim position without operating the trim switch 41, the SCU 32 changes the trim position at a second speed that is slower than the first speed. Specifically, this applies when automatically trimming down from the UP 3 position U3 to a target trim position (e.g., UP 2 position U2) by the aforementioned forced trim-down control, and when automatically trimming up to the UP 3 position U3 (bow-up position) by the automatic return control. For example, if the trim actuator 20 includes an electric motor, the SCU 32 can adjust the speed at which the trim position is changed by changing the drive duty of the electric motor. Specifically, by setting the drive duty of the trim actuator 20 to 100%, the trim position can be changed at a first speed. Furthermore, by setting the drive duty of the trim actuator 20 to, for example, 50%, the trim position can be changed at a second speed that is slower than the first speed.

[0077] When the trim position is changed automatically without the user's trim operation, the speed of the trim position change is slowed down, so that the trim position can be changed gradually, providing a good feeling of maneuvering the ship.

[0078] The SCU 32 acquires information about an alarm (abnormality determination and / or warning determination) related to the engine 10. When an alarm related to the engine 10 has occurred, the SCU 32 prohibits transition from the normal mode to the bow-up mode (an example of the transition condition described above). Furthermore, if an alarm related to the engine 10 has occurred during the bow-up mode, the SCU 32 cancels the bow-up mode and executes forced trim-down control to transition to the normal mode. A specific example of this forced trim-down control is preferably the same control as that performed when the duration of the bow-up state reaches a predetermined time limit. The alarm related to the engine 10 preferably includes at least one of abnormality determination information for the engine 10, overheat warning determination information for the engine 10, and oil pressure warning determination information for the engine 10. The SCU 32 acquires information about the above-mentioned alarms by executing abnormality determination processing and warning determination processing based on information from various sensors provided on the boat 1. The abnormality determination processing and / or warning determination processing may be performed by the ECU 31, and the SCU 32 may acquire information about the processing results from the ECU 31.

[0079] FIG. 8 is a flowchart showing a specific example of the process that the SCU 32 repeatedly executes at a predetermined control period (for example, 50 milliseconds) for the operations described with reference to FIGS. 7A and 7B.

[0080] The processes executed by the SCU 32 include an initial process S100, an execution permission determination process S200, an execution determination process S300, and a release process S400. The initial process S100 is an initialization process that is performed immediately after the engine 10 is started. The execution permission determination process S200 includes a process for determining whether to allow a transition to bow-up mode. The execution determination process S300 is a process for changing the trim position or the mode depending on the mode and trim position of the previous cycle. The release process S400 is a process for releasing the bow-up state.

[0081] Below, specific examples of each process will be explained, but the timers, flags, and switches (switches within the program) used in these processes will be outlined below.

[0082] The "release timer" is a timer for measuring the duration of the bow-up state. When it is determined that the bow-up state has occurred, a release waiting time equivalent to a predetermined time limit (for example, 120 seconds) is set, and the SCU32 decrements it to 0. This decrement may be interrupted and may be resumed after the interruption.

[0083] The "restart prohibition timer" is a timer for measuring a restart prohibition waiting time, specifically, a start prohibition time (e.g., 6 seconds) and a restart prohibition time (e.g., 5 seconds). When the engine 10 is started, the start prohibition time is set and decremented to 0 by the SCU 32. Furthermore, when the release timer is decremented to 0, the restart prohibition time is set and decremented to 0 by the SCU 32. In this embodiment, the decrement of the restart prohibition timer is not interrupted.

[0084] The "reset timer" is a timer for measuring a hold time (for example, 5 seconds). When the decrement of the restart prohibition timer is suspended, the hold time is set in the reset timer and SCU32 decrements it to 0. Until the reset timer reaches 0, the measurement value of the restart prohibition timer is held, and measurement by the restart prohibition timer is suspended in a suspended state. When the reset timer reaches 0, the measurement value of the restart prohibition timer is discarded, and measurement by the restart prohibition timer is stopped. If the bow-up state is resumed and measurement by the restart prohibition timer is resumed before the reset timer reaches 0, the value of the reset timer is discarded.

[0085] The "restartable flag" is a flag that indicates whether the value of the restart prohibition timer is 0 or not, and is set to on (=1) if the value of the restart prohibition timer is 0, and to off (=0) if not.

[0086] The "normal flag" is a flag that indicates whether or not there is an abnormality in the system including the engine 10, etc., and is set to on (=1) if there is no abnormality, and to off (=0) if there is an abnormality.

[0087] The "engine operating flag" is a flag indicating whether the engine 10 is operating or not, and is set to on (=1) if the engine 10 is operating, and to off (=0) if the engine 10 is stopped.

[0088] The "permission flag" is a flag that indicates whether the transition conditions from normal mode to power-up mode are met. If the transition conditions are met, the flag is set to on (=1), and if not, the flag is set to off (=0).

[0089] The "automatic return switch" is a switch within the program that switches between enabling and disabling automatic return control. If automatic return control is enabled, it is set to on (=1), and if it is disabled, it is set to off (=0).

[0090] FIG. 9 is a flowchart for explaining an example of the initial process S100.

[0091] When the power of the SCU 32 is turned on, an initial process S100 is executed. The SCU 32 determines whether the initialization is in progress (step S101). This determination remains positive until the engine 10 is started, and becomes negative once the engine 10 is started. If the initialization is in progress (step S101: YES), the SCU 32 sets the restart inhibition timer to a start inhibition time (e.g., 6 seconds) (step S102), resets the release timer to 0 (step S103), and sets the reset timer to a hold time (initial value, e.g., 5 seconds) (step S104). Furthermore, the SCU 32 issues a trim drive command to set the trim position to an initial position (e.g., neutral position N) (step S105). This drives the trim actuator 20, and the trim position becomes the neutral position N. Furthermore, the SCU 32 sets the mode to the normal mode (step S106). If the initial state is not being reached (step S101: NO), these steps (steps S120 to S106) are skipped.

[0092] 10A, 10B, and 10C are flowcharts for explaining a specific example of the execution permission determination process S200.

[0093] The SCU 32 performs a process of decrementing the restart prohibition timer (step S201). Once set, the restart prohibition timer is decremented until its value reaches 0. The restart prohibition timer is decremented by the time of the control cycle (for example, 50 milliseconds), and as a result, the timer reaches 0 when the time set in the restart prohibition timer has elapsed.

[0094] SCU32 determines whether the restart prohibition timer is 0 (step S202), and if the restart prohibition timer is 0, sets the restart possible flag to on (=1) (step S203), and if the restart prohibition timer is not 0, sets the restart possible flag to off (=0) (step S204).

[0095] When the restartable flag is set to on (=1), the SCU 32 sets the release timer to the release waiting time (e.g., 120 seconds) as its initial value (step S205: initialization of the release timer). Also, the SCU 32 sets the reset timer to the hold time (reset waiting time, e.g., 5 seconds) as its initial value (step S206: initialization of the reset timer). If the restart prohibition timer is not 0 (step S202: NO) and the restartable flag is set to off (=0), these initialization processes (steps S205 and S206) are omitted.

[0096] The SCU 32 determines whether the trim position is in the up 3 position U3 (bow-up position) (step S207), and if this determination is positive, it further determines whether the engine speed is less than the bow-up start speed (for example, 5000 rpm) (step S208). If the trim position is not in the up 3 position U3 (step S207: NO) or if the engine speed is less than the bow-up start speed (step S208: YES), the SCU 32 determines that the vessel 1 is not in a bow-up state. Then, it performs a decrement process of the reset timer (step S209). This decrement is performed with 0 as the lower limit. The reset timer is decremented by the time of the control cycle (for example, 50 milliseconds), and becomes 0 when the hold time (for example, 5 seconds) set in the reset timer has been measured.

[0097] The SCU 32 determines whether the reset timer is greater than 0 (step S210), and if the reset timer is greater than 0, it holds the release timer at the value of the previous cycle (previous value) (step S211). If the reset timer = 0, a release waiting time (e.g., 120 seconds) is set in the release timer (step S212; initialization of the release timer). If the trim position is in the up 3 position U3 (bow-up position) (step S207: YES) and the engine rotational speed is equal to or greater than the bow-up start rotational speed (step S208: NO), the SCU 32 determines that the vessel 1 is in a bow-up state. In this case, the SCU 32 sets a hold time (e.g., 5 seconds) in the reset timer (step S213; initialization of the reset timer).

[0098] The SCU 32 then determines whether there is an abnormality in the engine 10 and the systems within the vessel 1. Specifically, the SCU 32 confirms that the communication network N1 (CAN: Control Area Network) established within the vessel 1 is normal (step S214), that the trim drive system is normal (step S215), that a check engine command has not been issued (step S216), that an overheat (O / H) warning has not been issued (step S217), and that an oil pressure warning has not been issued (step S218), and then sets the normal flag to on (=1) (step S219). If any of the above cannot be confirmed, the SCU 32 determines that an abnormality has occurred and sets the normal flag to off (=0) (step S220).

[0099] The SCU 32 also checks the engine speed to determine whether the engine 10 is running (step S221). If the engine 10 is running, the SCU 32 sets the engine running flag to on (=1) (step S222), and if the engine 10 is not running, the SCU 32 sets the engine running flag to off (=0) (step S223).

[0100] Then, the SCU 32 determines whether the bow-up mode can be permitted (step S224). Specifically, the SCU 32 determines whether the restart possible flag is on (the restart prohibition timer is 0), the normal flag is on (no abnormality in the engine 10, etc.), the engine operating flag is on (the engine is operating), and the shift mode is the F mode (a shift mode capable of generating forward thrust). If this determination is positive, the SCU 32 sets the permission flag to on (=1) (step S225) and permits transition to the bow-up mode. If at least one of the items determined in step S224 is negative, the SCU 32 sets the permission flag to off (=0) (step S226) and prohibits transition to the bow-up mode.

[0101] Next, the SCU 32 checks whether the shift mode is the F mode and whether the engine running flag is off (=0) (step S227). If either of these conditions is met (step S227: YES), the SCU 32 sets the trim drive speed (the speed at which the trim position is changed) to the first speed (sets the drive duty of the trim actuator 20 to 100%) (step S228). Furthermore, the SCU 32 issues a trim drive command to set the trim position to the neutral position N (step S229), and further sets the mode to the normal mode (step S230). As a result, during a shift operation and when the engine is stopped, the trim position changes at the first speed according to the user's subsequent trim operation. If the shift mode is the F mode and the engine 10 is running (step S227: NO), the processes of steps S228 to S230 are omitted.

[0102] FIG. 11 is a flowchart illustrating an example of the execution determination process S300.

[0103] The SCU 32 determines whether the mode of the previous control cycle (previous cycle mode) was the bow-up mode or the normal mode (step S301). If the mode of the previous control cycle was the normal mode, the SCU 32 determines whether a trim-up operation (operation of the trim-up switch 41u) has been performed (step S302). If a trim-up operation has been performed, the SCU 32 determines whether the trim position of the previous cycle (i.e., the current trim position) is the up 2 position U2 (a trim position one step lower than the bow-up position) (step S303). If this determination is positive, the SCU 32 further determines whether the permission flag is on (=1) (step S304). If the permission flag is on (=1), the SCU 32 issues a trim drive command to command the trim position to the up 3 position U3 (bow-up position) (step S305). As a result, the trim position changes to the up 3 position U3. Furthermore, the SCU 32 transitions the mode to the bow-up mode (step S306). If the permission flag is off (=0) (step S304: NO), the trim drive command is not issued and the mode remains the normal mode.

[0104] If the trim position in the previous cycle (i.e., the current trim position) is not the up 2 position U2 (step S303: NO), the SCU 32 issues a trim drive command to command a trim position one step higher than the trim position in the previous cycle (i.e., the current trim position) (step S307). This changes the trim position one step higher. The mode remains normal mode.

[0105] When a trim-down operation (trim-down switch 41d) is performed (step S308: YES), the SCU 32 issues a trim drive command to command a trim position one step lower than the trim position of the previous cycle (i.e., the current trim position) (step S309). This changes the trim position one step lower. However, if the trim position of the previous cycle (i.e., the current trim position) is the lowest trim position, i.e., the down position D1, the trim position of the previous cycle (i.e., the current trim position) is maintained.

[0106] When the mode of the previous cycle is the bow-up mode (step S301), the SCU 32 determines whether the trim position of the previous cycle (i.e., the current trim position) is the up 3 position U3 (bow-up position) (step S310). When the trim position of the previous cycle is not the up 3 position U3, that is, when the mode is the bow-up mode but the trim position is not the bow-up position, the SCU 32 determines whether the automatic return switch is on (=1), that is, whether the automatic return control is enabled (step S311). When the automatic return switch is on (=1), the SCU 32 executes the automatic return control (steps S312 to S314). That is, the SCU 32 determines whether the permission flag is on (=1) (step S312). If the permission flag is on (=1), the SCU 32 sets the trim drive speed to the second speed (step S313) and issues a trim drive command to command the trim position to the up 3 position U3 (bow-up position) (step S314). As a result, the trim position is changed to the up 3 position U3 at the second speed (with the drive duty of the trim actuator 20 set to 50%). At this time, the mode is maintained in the bow-up mode.

[0107] If the permission flag is off (=0) (step S312: NO), no trim drive command is issued, the trim position is not changed, and the mode remains in the bow-up mode.

[0108] If the automatic return flag is off (=0) (step S311: NO), these processes (steps S312 to S314) are omitted, and the SCU 32 transitions the mode to the normal mode (step S315).

[0109] When the bow-up mode is in progress (step S301) and the trim position is in the up 3 position U3 (bow-up position), the processes of steps S311 to S315 are all omitted.

[0110] 12A and 12B are flowcharts for explaining an example of the release process S400.

[0111] The SCU 32 determines whether the mode is bow-up mode or normal mode (step S401). If the mode is normal mode, the following processing is not performed. If the mode is bow-up mode, the SCU 32 checks whether the normal flag is on (=1) (step S402). If the normal flag is off (=0), the SCU 32 checks whether the trim position of the previous cycle (i.e., the current trim position) is the up 3 position U3 (bow-up position) (step S403). If it is the up 3 position (U3), the SCU 32 executes forced trim-down control (steps S404 and S405) and transitions the mode to normal mode (step S406). Specifically, the SCU 32 sets the trim drive speed to the second speed (drive duty 50%) (step S404) and issues a trim drive command specifying a target trim position (e.g., up 2 position U2) (step S405). As a result, the trim position changes toward the target trim position at the second speed. If the trim position in the previous cycle (current trim position) is not the up 3 position U3 (bow up position) (step S403: NO), the SCU 32 transitions the mode to the normal mode (step S406) without performing the forced trim down control (steps S404, S405).

[0112] In this way, if an abnormality occurs during bow-up mode and the normal flag is turned off (=0) (see steps S214 to S220 in FIG. 10B), the trim position is returned to the normal position by forced trim-down control (steps S404 and S405), thereby eliminating the bow-up state.

[0113] When the normal flag is on (=1) (step S402: YES), the SCU 32 checks whether the trim position in the previous cycle (i.e., the current trim position) was the up 3 position U3 (bow-up position) (step S407), and if it was the up 3 position (U3), checks whether a trim-down operation has been performed (step S408). Because the up 3 position U3 is the highest trim position, a trim-up operation is an invalid operation. If there is no trim-down operation (step S408: NO), the SCU 32 determines whether the engine speed is equal to or higher than the bow-up start speed (step S409). If the engine speed is equal to or higher than the bow-up speed, the SCU 32 determines that the vessel 1 is in a bow-up state and gradually decreases, i.e., decrements, the release timer (step S410). This decrement is performed with 0 as the lower limit.

[0114] The release timer is decremented by the time of the control cycle (for example, 50 milliseconds), and reaches 0 when the release wait time (for example, 120 seconds) set in the release timer has been measured. The SCU 32 determines whether the release timer is 0 (step S411), and if the release timer is 0, executes forced trim-down control (steps S412 and S413). Specifically, the SCU 32 sets the trim drive speed to the second speed (drive duty 50%) (step S412) and issues a trim drive command specifying a target trim position (for example, up 2 position U2) (step S413). As a result, the trim position changes toward the target trim position at the second speed. If the release timer is not 0 (step S411: NO), the forced trim-down control (steps S412 and S413) is not executed, and the marine vessel 1 can continue sailing in the bow-up state.

[0115] In this way, if the bow-up state continues and the release timer reaches 0, forced trim-down control (steps S412, S413) is executed to forcibly change the trim position to the normal position, thereby canceling the bow-up state.

[0116] When a trim-down operation is performed (step S408: YES), the SCU 32 sets the trim drive speed to the first speed (drive duty 100%) (step S414) and issues a trim drive command to command the trim position to the up 2 position U2 (step S415). As a result, the trim position is changed to the up 2 position. The SCU 32 then transitions the mode to the normal mode (step S416).

[0117] When automatic return control is enabled, even in bow-up mode, the trim position may not be at the UP 3 position U3 due to the forced trim-down control (steps S412 and S413) (step S407: NO). The trim position in this case is the target trim position of the forced trim-down control, or a position above the target trim position but below the UP 3 position U3 (bow-up position). When the trim position of the previous cycle (i.e., the current trim position) is below the UP 2 position U2 (a position one step below the bow-up position) (step S417), the SCU 32 accepts a trim-up operation (step S418). In this case, the SCU 32 sets the trim drive speed to the first speed (drive duty 100%) (step S419) and issues a trim drive command specifying a trim position one step higher than the current trim position (step S420). This changes the trim position to one step higher.

[0118] Furthermore, the SCU 32 accepts a trim-down operation when the trim position in the previous cycle (i.e., the current trim position) is other than the down position D1 (the lowest position) (step S421). In this case, the SCU 32 sets the trim drive speed to the first speed (drive duty 100%) (step S422) and issues a trim drive command specifying a trim position one step lower than the current trim position (step S423). This changes the trim position to one step lower. After these trim-up / down operations, the SCU 32 transitions the mode to the normal mode (step S416).

[0119] If no trim-up or trim-down operation is performed and automatic return control is disabled, the system enters normal mode in step S315 of Figure 11. If automatic return control is enabled, operation follows the on / off status of the permission flag (step S312). If the trim position in the previous cycle (i.e., the current trim position) was the up 2 position U2 (one step below the bow-up position) and a trim-up operation is performed (NO in both steps S417 and S421 of Figure 12B), operation is the same as when no trim-up or trim-down operation is performed.

[0120] 13 to 15 are time charts for explaining an example of operation.

[0121] 13 shows an example of operation when the user performs a trim-up operation to transition to bow-up mode. It is assumed that there are no abnormalities or the like related to the engine 10, the normal flag is on (=1), the engine 10 is running, the engine flag is on (=1), the mode is normal mode, the permission flag is off (=0), and the restart prohibition timer is 0.

[0122] Each time the user operates the trim-up operation (trim-up switch 41u), the trim position increases by one step at a first speed (drive duty 100%). In the example of FIG. 13, the trim-up operation is performed twice from the up 1 position U1. That is, the first trim-up operation is performed at time t1, causing the trim position to change in a stepped manner from the up 1 position U1 to the up 2 position U2, which is one step higher. Then, the second trim-up operation is performed at time t2, causing the trim position to change in a stepped manner from the up 2 position U2 to the up 3 position U3 (bow-up position), which is one step higher. Then, the mode transitions from normal mode to bow-up mode.

[0123] 14 shows an example of operation when the restart prohibition timer is not 0. Immediately after the engine 10 is started, the restart prohibition timer is set to a start prohibition time (for example, 6 seconds) as a restart prohibition waiting time, and is decremented every control period.

[0124] Before the restart prohibition timer reaches 0, trim-up operations are permitted up to the UP 2 position U2, and trim-up to the UP 3 position U3 is not permitted. In the example of Figure 14, the first trim-up operation is performed at time t11, causing the trim position to change in a step from the UP 1 position U1 to the UP 2 position U2, which is one step higher. However, when the second trim-up operation is performed at time t12, the restart prohibition timer is not 0, so the trim position is maintained at the UP 2 position U2 and the trim-up operation is disabled. Accordingly, the mode is maintained in normal mode.

[0125] The same operation is performed when the bow-up mode is transitioned to the normal mode by the forced trim-down control and a restart prohibition time (for example, 5 seconds) is set in the restart prohibition timer as the restart prohibition waiting time.

[0126] 15 shows an example of an operation related to automatic release of the bow-up mode. However, this example of an operation assumes that the automatic return control switch is on (=1) and the automatic return control is enabled.

[0127] When the trim position is in the up 3 position U3 (bow-up position), the user can put the boat 1 into a bow-up attitude (see FIG. 4) by operating the accelerator lever 7 to increase the engine speed. Specifically, when the engine speed exceeds the bow-up start speed (time t21), the SCU 32 determines that the boat 1 is in a bow-up state, sets a release waiting time (for example, 120 seconds) in the release timer, and starts decrementing the time. The SCU 32 also sets a hold time (for example, 5 seconds) in the reset timer.

[0128] In the bow-up state, the attitude of the engine 10 is tilted more than during normal cruising, and therefore, continuing the bow-up state for a long period of time may place a burden on the engine 10 protection, particularly on the lubrication oil system and the cooling water system. Therefore, it is preferable to issue a notification urging the user to perform a trim-down operation. For example, when the SCU 32 determines that the vessel is in the bow-up state, it may issue a command to the display 40 to display a message 91 (e.g., a pop-up display) urging the user to perform a trim-down operation, as shown in the display example of FIG. 16 . In addition to or instead of such message display 91, the user may be notified by sound (e.g., an intermittent buzzer sound) to urge the user to perform a trim-down operation.

[0129] Referring again to Figure 15, when the release timer finishes measuring the release waiting time (for example, 120 seconds) and its value becomes 0 (time t22), the SCU 32 executes the forced trim-down control. As a result, the trim position changes from the up 3 position U3 (bow-up position) toward the target trim position of the forced trim-down control (here, the up 2 position U2) at the second speed, i.e., at a relatively slow speed. Because the automatic return control is enabled, the SCU 32 maintains the mode in the bow-up mode.

[0130] When the trim position is automatically changed to, for example, the up 2 position U2 by the forced trim-down control, the attitude of the vessel 1 changes from the bow-up attitude to the normal running attitude (see FIG. 1). Because this attitude change occurs without any user operation, it is preferable to notify the user that the forced trim-down control is being executed and / or that the control is currently being executed. For example, when the release timer reaches 0, the SCU 32 may issue a command to the display 40 to display a message 92 (e.g., a pop-up display) indicating that the trim position will be automatically changed to the normal trim position, as shown in the example display of FIG. 17. In addition to or instead of such a message 92, the user may be notified of the automatic change to the trim position by sound (e.g., an intermittent buzzer sound). Note that FIG. 17 shows an example message when the target trim position of the forced trim-down control is the neutral position N.

[0131] Refer again to Figure 15. When the release timer reaches 0, the restart prohibition timer is set to a restart prohibition time (for example, 5 seconds) and begins to decrement. Until the restart prohibition timer reaches 0, operation is similar to that in Figure 14, and even if a trim-up operation is performed, it is not possible to set to the up 3 position U3 (bow-up position). However, because automatic return control is enabled, the mode remains in bow-up mode.

[0132] On the other hand, a trim-down operation is permitted even before the restart prohibition timer reaches 0. When a trim-down operation is performed, the SCU 32 transitions the mode to normal mode and changes the trim position according to the operation. The restart prohibition timer continues to measure the restart prohibition time. The operation until the restart prohibition timer reaches 0 is the same as in the case of Figure 14.

[0133] Until the restart inhibit timer counts down to 0, a trim-up operation to raise the trim position to the up 3 position U3 is disabled, and it is preferable to notify the user of this. For example, while the restart inhibit timer is decrementing, the SCU 32 may issue a command to the display 40 to display (e.g., pop-up display) a message indicating that the bow-up mode is inhibited and / or the waiting time until the bow-up mode is resumed (the remaining time on the restart inhibit timer). In addition to or instead of displaying such a message, a sound (e.g., an intermittent buzzer sound) may be used to notify the user that the bow-up mode is inhibited and / or the waiting time until the bow-up mode is resumed.

[0134] When the restart prohibition timer reaches 0 (time t23), the SCU 32 executes automatic return control. That is, the SCU 32 automatically changes the trim position to the up 3 position U3 (bow up position). At this time, the speed at which the trim position is changed (drive speed) is set to the second speed (drive duty 50%).

[0135] If the user maintains the engine rotational speed at or above the bow-up rotational speed by operating the accelerator, the boat 1 can be put into a bow-up attitude when the trim position is changed to the up 3 position U3 (bow-up position) by the automatic return control. The SCU 32 determines that the boat 1 is in a bow-up state because the trim position is in the up 3 position U3 (bow-up position) and the engine rotational speed is at or above the bow-up rotational speed. As a result, the SCU 32 sets a release waiting time (for example, 120 seconds) in the release timer and starts decrementing it.

[0136] If the engine speed falls below the bow-up speed due to the user's accelerator operation before the release timer reaches 0 (time t24), the SCU 32 determines that the bow-up state has been released. At this time, the SCU 32 suspends the decrement of the release timer and holds its value, while starting to decrement the reset timer. If the engine speed again rises to or exceeds the bow-up speed due to the user's accelerator operation before the hold time (for example, 5 seconds) set in the reset timer elapses (time t25), the SCU 32 determines that the bow-up state has occurred. In response to this, the SCU 32 resumes the suspended decrement of the release timer. Furthermore, the SCU 32 sets a hold time (for example, 5 seconds) in the reset timer and initializes the reset timer.

[0137] If the release timer reaches 0 while the engine is still in the bow-up state (time t26), the SCU 32 executes the forced trim-down control. The SCU 32 also sets the restart prohibition timer to a restart prohibition time (for example, 5 seconds) and starts decrementing it.

[0138] If the engine speed remains below the bow-up speed even after time t24 and the reset timer becomes 0, the SCU 32 discards the value of the release timer that it had been holding, sets it to 0, and stops timing by the release timer. Therefore, if the bow-up state is subsequently entered, a release waiting time (for example, 120 seconds) is set in the release timer, and timing of that time is continued.

[0139] Although the embodiment of the present invention has been described above, the present invention may be embodied in other forms.

[0140] For example, in the above-described embodiment, the trim position is changed at a relatively slow second speed during forced trim-down control and automatic return control. However, the trim position may be changed at a first speed, similar to the speed at which the user operates the trim. Furthermore, in the above-described embodiment, the target trim position during forced trim-down control is primarily the up 2 position U2. However, the target trim position may also be set to another trim position within the normal position range. For example, the neutral position N may be set as the target trim position. When changing the trim position from the up 3 position U3 to the neutral position N using forced trim-down control, the trim position may be moved to the neutral position at a first speed (direct drive), but it is preferable to move the trim position at a second speed (slow drive). Alternatively, the trim may be moved to the up 2 position U2 at a first speed, maintained at the up 2 position U2 for a predetermined time, then moved to the up 1 position U1 at a first speed, maintained at the up 1 position U1 for a predetermined time, and then moved to the neutral position N at the first speed. That is, the trim position may be moved from the up 3 position to the neutral position N by step driving.

[0141] In addition, although the above-described embodiment has been described with reference to a water jet propulsion boat, the present invention can also be applied to other personal watercraft, such as outboard motor boats, and to watercraft other than personal watercraft. The drive source for the propulsion unit does not have to be an engine, but may be an electric motor.

[0142] In addition, various design modifications can be made within the scope of the claims. [Explanation of symbols]

[0143] 1: vessel, 2: boat body (hull), 6: steering handlebar, 7: accelerator lever, 9: propulsion unit, 10: engine, 11: jet propulsion pump, 17: deflector, 20: trim actuator, 21: trim adjuster, 25: engine speed sensor, 31: ECU, 32: SCU, 33: accelerator position sensor, 35: engine speed sensor, 37: trim position sensor, 40: display, 41: trim switch, 41d: trim down switch, 41u: trim up switch, B1: bow, D1: down position, N: neutral position, U1: up 1 position, U2: up 2 position, U3: up 3 position

Claims

1. a propulsion unit that generates a thrust force for propelling the hull; an accelerator operator operated by a user to change the output of the propulsion device; a trim adjuster having a plurality of trim positions for varying the trim of the hull; a trim operator operated by a user to change the trim of the hull; a controller that controls the output of the propulsion unit in response to operation of the accelerator operator and controls the trim position of the trim adjuster in response to operation of the trim operator, the plurality of trim positions include a bow-up position for setting the hull in a bow-up position, which is a predetermined hull position with the bow raised, and at least one normal position for setting the hull in a normal position in which the bow is closer to the water surface than the bow-up position, The controller determines whether the hull is in the bow-up attitude, and when a duration of the bow-up attitude reaches a predetermined time limit, executes forced trim-down control to control the trim position of the trim adjuster to the normal position.

2. 2. The vessel according to claim 1, wherein the controller prohibits the trim position of the trim adjuster from being changed to the bow-up position for a predetermined restart prohibition time after executing the forcible trim-down control.

3. The vessel according to claim 2 , wherein the controller executes automatic return control to return the trim position of the trim adjuster to the bow-up position after the predetermined restart prohibition time has elapsed.

4. 2. The vessel according to claim 1, wherein the controller suspends measurement of the duration when the attitude of the vessel is no longer in the bow-up attitude before the duration of the bow-up attitude reaches the predetermined time limit, resumes measurement of the duration when the attitude of the vessel returns to the bow-up attitude within a predetermined holding time after the suspension, and terminates measurement of the duration when the attitude of the vessel does not return to the bow-up attitude even after the predetermined holding time has elapsed.

5. 2. The watercraft according to claim 1, wherein the controller changes the trim position of the trim adjuster at a first speed in response to operation of the trim operator, and changes the trim position at a second speed slower than the first speed when changing the trim position of the trim adjuster without operating the trim operator.

6. the propulsion device includes an engine; the controller obtains an alarm related to the engine; 2. The watercraft according to claim 1, wherein when an alarm related to the engine is generated, changing the trim position of the trim adjuster to the bow-up position is prohibited.

7. The watercraft according to claim 6 , wherein the warning regarding the engine includes at least one of abnormality determination information of the engine, overheat warning determination information of the engine, and oil pressure warning determination information of the engine.

8. the propulsion device includes an engine; 2. The watercraft according to claim 1, wherein the controller prohibits the trim position of the trim adjuster from being changed to the bow-up position until a predetermined start-up inhibition time has elapsed since the engine started operating.

9. 2. The vessel according to claim 1, wherein the controller determines that the vessel is in the bow-up attitude when the trim position of the trim adjuster is the bow-up position and the output of the propulsion unit is equal to or greater than a predetermined determination threshold.

10. 10. The watercraft according to claim 1, wherein the propulsion device is a water jet propulsion device including an engine and a jet propulsion pump driven by the engine.

11. The watercraft of claim 10, wherein the watercraft is a personal watercraft including a steering handlebar.

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