Ship handling systems and ships

Abstract

The present invention provides a ship handling system and a ship equipped with it, which allows users to easily utilize the functions of the ship, particularly the ship handling support mode. [Solution] The ship handling system 30 includes controls, actuators (10, 20) for the navigation of the ship 1, and an ECU 31 as a controller that controls the actuators according to the operating state of the controls. The ECU has a plurality of ship handling support modes. The ship handling system includes a suggestion notification device (40) that notifies the user of a suggestion to execute an appropriate ship handling support mode when predetermined suggestion conditions are met. The ship handling system includes a command input device (43u) operated by the user to command whether or not to execute a ship handling support mode suggested by the suggestion notification device. When the execution of a suggested ship handling support mode is commanded, the ECU controls the actuators according to that ship handling support mode.

Description

Technical Field

[0001] This invention relates to a steering system and a ship.

Background Art

[0002] A ship may be equipped with a controller having various steering assistance modes for assisting steering. For example, Patent Document 1 describes a low-speed setting mode for controlling the throttle opening so as to achieve a low speed (for example, 8 km / h), a limit mode for controlling the throttle opening so that the engine rotation speed does not exceed a predetermined value, a speed setting mode (auto cruising mode) for controlling the throttle opening so as to achieve a cruising speed set by the user, and other modes.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] In order to use the steering assistance mode, the user needs to have an understanding of the functions realized by each mode and know the operations for executing each mode. Moreover, the user needs to determine whether the situation is appropriate for using each mode and perform an appropriate operation for using the mode.

[0005] However, users do not always possess sufficient knowledge of all the navigation assistance modes available on the latest, highly functional vessels. In many cases, users are only familiar with the functions and operation of a few of these modes. Consequently, many of the navigation assistance modes available on a vessel remain unused, and users only enjoy a fraction of the benefits the vessel offers.

[0006] Therefore, one embodiment of this invention provides a ship handling system and a ship equipped therewith that allows the user to easily utilize the functions of the ship, particularly the ship handling support mode. [Means for solving the problem]

[0007] One embodiment of this invention provides a ship handling system that includes: controls operated by a user for maneuvering the ship; actuators for the navigation of the ship; and a controller that controls the actuators according to the operating state of the controls, and has a plurality of ship handling support modes for controlling the actuators to assist in ship handling. The ship handling system includes a suggestion notification device that notifies the user of a suggestion to execute a ship handling support mode from the plurality of ship handling support modes that is suitable for predetermined suggested conditions when the operating state of the controls and / or the operating state of the actuators satisfies said suggested conditions. The ship handling system includes a command input device operated by the user to command whether or not to execute a ship handling support mode suggested by the suggestion notification device. When the command input device commands the controller to execute a ship handling support mode suggested by the suggestion notification device, the controller controls the actuators according to the ship handling support mode.

[0008] In one embodiment of this invention, the actuators include a propulsion machine that generates a thrust force to propel the hull. The controls include an accelerator control for adjusting the thrust force of the propulsion machine. The plurality of ship handling support modes include a low-speed navigation support mode in which the controller controls the propulsion machine so as to maintain the thrust force generated by the propulsion machine at a predetermined low-speed navigation thrust force, without operation of the accelerator control. The proposed conditions include low-speed navigation support mode proposal conditions for determining the proposal of the low-speed navigation support mode. The low-speed navigation support mode proposal conditions include that the thrust force generated by the propulsion machine is maintained below a low-speed navigation threshold for a predetermined period of time or longer.

[0009] In one embodiment of this invention, the actuators include a propulsion unit that generates a thrust force to propel the hull. The controls include an accelerator control for adjusting the thrust force of the propulsion unit. The plurality of ship handling support modes include a constant-speed navigation support mode in which the controller controls the propulsion unit so as to maintain the thrust force generated by the propulsion unit at a user-settable thrust force, without operation of the accelerator control. The proposed conditions include a constant-speed navigation support mode proposal condition for determining the proposal of the constant-speed navigation support mode. The constant-speed navigation support mode proposal condition includes that the change in the amount of operation of the accelerator control unit is maintained below a predetermined threshold for a predetermined period of time or longer.

[0010] In one embodiment of this invention, the actuators include a propulsion machine that generates a thrust force to propel the hull and has multiple operating states, including forward and reverse operation. The controls include an accelerator control for adjusting the thrust force of the propulsion machine. The multiple ship handling support modes include a launching support mode in which the controller controls the propulsion machine so that the thrust force of the propulsion machine is greater than the upper limit of the reverse thrust force during normal operation, with the propulsion machine in a reverse operation state. The proposed conditions include a launching support mode proposal condition for determining the proposal of the launching support mode. The launching support mode proposal condition includes that immediately after the operation of the propulsion machine is started (specifically, before forward operation is performed), the propulsion machine is in a reverse operation state and the amount of operation of the accelerator control exceeds a predetermined determination threshold, and this fully open operation state is maintained for a predetermined time or longer.

[0011] The aforementioned thruster may be an engine-driven thruster. In this case, the operating state may be a shift mode such as forward mode (forward operation), reverse mode (reverse operation), or neutral mode. Alternatively, the aforementioned thruster may be an electric thruster. In this case, the operating state may be a drive state such as forward rotation (forward operation), reverse rotation (reverse operation), or stopped of the electric motor.

[0012] In one embodiment, the controls include a forward accelerator control for adjusting the thrust force of the propulsion unit's forward operation and a reverse accelerator control for adjusting the thrust force of the propulsion unit's reverse operation. The proposed launching support mode conditions include maintaining a fully reversed state for a predetermined period of time or longer immediately after the start of operation of the propulsion unit (specifically, before forward operation is performed by operating the forward accelerator control).

[0013] In one embodiment, the controls include a shift control for selecting whether to drive the propulsion system forward or backward, and an accelerator control for adjusting the thrust force of the propulsion system.

[0014] In one embodiment of this invention, the actuators include a propulsion machine that generates a thrust force to propel the hull, and a trim adjuster for changing the trim of the hull. The controls include an accelerator control for adjusting the thrust force of the propulsion machine, and a trim control for adjusting the trim of the hull. The plurality of maneuvering support modes include an auto-trim mode in which the controller controls the trim adjuster in response to the operation of the accelerator control and / or the sea conditions around the vessel, without relying on the operation of the trim control. The proposed conditions include auto-trim mode proposed conditions for determining the proposed auto-trim mode. The auto-trim mode proposed conditions include at least one of the following: the number of rapid acceleration operations of the accelerator control within a predetermined time exceeds a determination threshold, and the controller determines that the sea conditions around the vessel are rough.

[0015] In one embodiment of this invention, the actuators include a propulsion system that generates thrust to propel the hull. The propulsion system is a waterjet propulsion system that includes a jet propulsion pump.

[0016] In one embodiment of this invention, the vessel is a personal watercraft including a steering handle bar.

[0017] In one embodiment of this invention, at least one of the control elements is also used as the command input device.

[0018] In one embodiment of this invention, the actuators include a propulsion unit that generates thrust to propel the hull. The controls include an accelerator control for adjusting the thrust of the propulsion unit. The plurality of maneuvering support modes include a constant-speed navigation support mode in which the controller controls the propulsion unit so that the thrust generated by the propulsion unit is maintained at a user-settable thrust. The command input device includes a set thrust change control for increasing or decreasing the set thrust during the constant-speed navigation support mode.

[0019] One embodiment of the present invention provides a ship including a hull and the aforementioned steering system provided on the hull.

Advantages of the Invention

[0020] The present invention can provide a ship equipped with a steering system that enables a user to easily utilize the functions of the ship, particularly the steering assistance mode.

Brief Description of the Drawings

[0021] [Figure 1] FIG. 1 is a left side view of a ship according to an embodiment of the present invention. [Figure 2] FIG. 2 is a cross-sectional view showing a vertical cross-section along the longitudinal direction of a propulsion device provided on the ship. [Figure 3] FIG. 3 is a plan view of the vicinity of a steering handle bar of the ship. [Figure 4] FIG. 4 is a block diagram for explaining the electrical configuration of the ship. [Figure 5] FIG. 5 shows an example of a display screen of a display of the ship. [Figure 6] FIG. 6 is a flowchart for explaining an example of a process related to the proposal and execution of a no-wake mode. [Figure 7] FIG. 7 is a flowchart for explaining an example of a process related to the proposal and execution of a cruise assist mode. [Figure 8] FIG. 8 is a flowchart for explaining an example of a process related to the proposal and execution of a reverse assist mode. [[ID=4I]] [Figure 9] FIG. 9 is a flowchart for explaining an example of a process related to the proposal and execution of an auto trim mode.

Mode for Carrying Out the Invention

[0022] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0023] [Ship composition] Figure 1 is a left side view of a vessel 1 according to one embodiment of the present invention. Figure 2 is a cross-sectional view showing a vertical cross-section along the longitudinal direction of the propulsion system 9 installed in the vessel 1. Figure 3 is a plan view of the area around the steering handle bar 6. In this embodiment, the vessel 1 is shown as a personal watercraft (PWC).

[0024] The vessel 1 includes a hull 2 ​​(ship body) that floats on the water surface and a steering system 30 provided on the hull 2. The steering system 30 is equipped with a propulsion engine 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 located above the body 3. The propulsion engine 9 is located inside the hull 2. The propulsion engine 9 is one of the actuators for the navigation of the vessel 1. The propulsion engine 9 is a waterjet propulsion engine that generates thrust by injecting water drawn in from the bottom of the ship aft.

[0025] The vessel 1 is equipped with a seat 5 on which the user (operator) sits, and a steering handle bar 6 operated by the user when steering the vessel 1. The seat 5 may be for one person, or for two or three people. The steering system 30 is equipped with an accelerator lever 7 (accelerator control, forward accelerator control) operated by the user when changing the magnitude of the thrust that the propulsion engine 9 exerts to move the hull 2 ​​forward, and a reverse lever 8 (accelerator control, reverse accelerator control, shift control) operated by the user when changing the magnitude of the thrust that the propulsion engine 9 exerts to move the hull 2 ​​backward.

[0026] Two handle grips 6g, held by the user's right and left hands, are attached to both ends of the steering handlebar 6. The steering handlebar 6 is rotatable left and right relative to the hull 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 relative to the hull 2 ​​together with the steering handlebar 6.

[0027] The accelerator lever 7 and reverse lever 8 are mounted on the steering handlebar 6. The accelerator lever 7 is positioned in front of the right handle grip 6g. The reverse lever 8 is positioned in front of the left handle grip 6g. The accelerator lever 7 is cantilevered relative to the steering handlebar 6 so as to be able to rotate forward and backward. The reverse lever 8 is cantilevered relative to the steering handlebar 6 so as to be able to rotate forward and backward.

[0028] The accelerator lever 7 is movable relative to the steering handlebar 6 within a range from the maximum output position to the minimum output position. The maximum output position is the operating position that commands the maximum output of the engine 10, which is the drive source of the thruster 9, and is the full forward position. The minimum output position is the operating position that commands the minimum output of the engine 10. The minimum output position is the position where the engine 10 is idling. When not being operated, the accelerator lever 7 is held in the minimum output position. The output of the engine 10, i.e., the output of the thruster 9, increases as the accelerator lever 7 approaches the maximum output position. Thus, the accelerator lever 7 is an example of an accelerator operator and an example of a forward accelerator operator.

[0029] As shown in Figure 2, the propulsion system 9 includes a jet propulsion pump 11 that generates thrust by injecting water drawn in from the bottom of the hull backward, 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 in the bottom of the hull, a nozzle 16 that injects the water drawn in by the water intake port 12 backward, and a flow path 13 that guides the water from the water intake port 12 to the nozzle 16. The jet propulsion pump 11 further includes an impeller 15 located in the flow path 13 and a drive shaft 14 that transmits the rotation of the engine 10 to the impeller 15.

[0030] The propulsion system 9 includes a deflector 17 that tilts the water flow ejected from the nozzle 16 to the left and right. The deflector 17 ejects the water supplied from the nozzle 16 to the rear from the nozzle 17p, thereby forming a straight water flow from the nozzle 17p. The deflector 17 is rotatable to the 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 to the left and right relative to the nozzle 16, the water flow ejected from the deflector 17 to the rear also tilts to the left and right relative to the nozzle 16. This generates thrust that causes the vessel 1 to turn.

[0031] When the user moves the steering handlebar 6, the deflector 17 rotates left or right relative to the nozzle 16. The steering system 30 may also include a push-pull cable (not shown) that transmits the movement of the steering handlebar 6 to the deflector 17. Alternatively, the steering system 30 may include a steering actuator (neither shown) that rotates the deflector 17 left or 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.

[0032] The propulsion system 9 includes a bucket 18 that redirects water ejected backward from the deflector 17 forward. The bucket 18 has a nozzle 18p that ejects water ejected backward 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 position F (shown in Figure 2; forward position) to position R (reverse position). Position F is the position where, in a rear view, the bucket 18 does not overlap with any part of the nozzle 17p of the deflector 17. Position R is the position where the bucket 18 is positioned behind the nozzle 17p of the deflector 17 and overlaps with any part of the nozzle 17p of the deflector 17 in a rear view. Between position F and position R, there is a position N (neutral position) where the forward and reverse thrust forces applied to the hull 2 ​​are substantially balanced.

[0033] The thruster 9 includes a reverse actuator 19 that rotates the bucket 18 up and down within a range from position F to position R. The reverse actuator 19 includes an electric motor. The reverse actuator 19 may also 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.

[0034] For example, when the user releases the accelerator lever 7 and grips the reverse lever 8, the ECU 31 moves the bucket 18 to the R position. The ECU 31 controls the output (speed) of the engine 10 according to the amount the reverse lever 8 is operated. As a result, the greater the amount the reverse lever 8 is operated, the greater the engine speed. However, even when the reverse lever 8 is operated to the fully reverse position, which corresponds to the maximum amount of operation of the reverse lever 8, the engine speed is limited to a reverse upper limit speed that is smaller than the engine speed when the accelerator lever 7 is operated to the fully forward position. When the user releases the reverse lever 8, the ECU 31 places the bucket 18 in the N position. Thus, in this embodiment, the reverse lever 8 is an example of a reverse accelerator operator, an example of an accelerator operator, and an example of a shift operator.

[0035] When the bucket 18 is positioned at position F, and the deflector 17 sprays water backward, the sprayed water flows backward without being obstructed by the bucket 18. This generates thrust in the forward direction of the vessel 1. When the bucket 18 is positioned at position R, and the deflector 17 sprays water backward, the sprayed water collides with the bucket 18 and flows forward from the nozzle 18p of the bucket 18. This generates thrust in the reverse direction of the vessel 1.

[0036] The deflector 17 is rotatable left and right relative to the nozzle 16 about a vertical steering axis As, and is rotatable up and down relative to the nozzle 16 about a horizontal trim axis At. When the deflector 17 is tilted up and down relative to the nozzle 16, the water flow ejected from the deflector 17 to the rear is also tilted up and down relative to the nozzle 16. When the deflector 17 is tilted up and down relative to the nozzle 16 and the bucket 18 is positioned at position F, water is ejected from the deflector 17, generating thrust that moves the bow B1 (see Figure 1) up and down relative to the stern S1 (see Figure 1), and the trim of the ship 1 changes.

[0037] Trim is one indicator used to determine how much a vessel 1 is tilted 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 intersects the water surface to the keel and the vertical distance from the point where the stern S1 intersects 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).

[0038] When the deflector 17 is tilted upward relative to the nozzle 16 and the bucket 18 is positioned at position F, water is ejected from the deflector 17, generating 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, water is ejected from the deflector 17, generating 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.

[0039] When the bow B1 moves upward relative to the stern S1, it is called "trim up," and when the bow B1 moves downward relative to the stern S1, it is called "trim down." Hereafter, the vertical position of the deflector 17 relative to the nozzle 16 may 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.

[0040] The steering system 30 includes a trim adjuster 21 that adjusts the trim position, thereby adjusting the trim of the hull 2. The trim adjuster 21 is one of the actuators for the navigation of the vessel 1. Figure 2 shows an example in which the trim adjuster 21 includes a deflector 17 that sprays water aft 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 vessel 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 actuators 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, thereby changing the trim position of the deflector 17 by the trim actuator 20, and 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 Figure 3), which is an example of a trim control, is provided on the steering handlebar 6 for manual trim adjustment.

[0041] The deflector 17 is rotatable up and down relative to the nozzle 16 within a range from the lowest trim position to the highest trim position. Figure 2 shows an example in which the deflector 17 is rotatable up and down relative to the nozzle 16 within a range from the down 3 position D3 to the up 3 position U3. The trim actuator 20 can position the deflector 17 at any trim position between the down 3 position D3 and the up 3 position U3. However, when the user manually adjusts the trim by operating the trim switch 41, the trim actuator 20 is controlled so that the trim position increases or decreases in steps within the range of down 2 position D2, down 1 position D1, neutral position N (the position shown in Figure 2), up 1 position U1, and up 2 position U2. The neutral position N is the position where the trim angle is 0, and the main injection direction of the nozzle 16 and the deflector 17 is aligned in the vertical direction. Up 1 position U1, up 2 position U2, and up 3 position U3 are positions higher than the neutral position N, and increase in this order. Down position 1 D1, Down position 2 D2, and Down position 3 D3 are all lower than the neutral position N, and the position decreases in this order.

[0042] As shown in Figure 3, the steering handlebar 6 is equipped with a cruise / no-wake switch 42 and a speed control switch 43. Figure 3 shows an example in which the cruise / no-wake switch 42 is located near the left handle grip 6g and the speed control switch 43 is located near the right handle grip 6g. The cruise / no-wake switch 42 is an operator operated by the user to initiate the cruise assist mode, which is one example of a maneuvering assistance mode, and the no-wake mode, which is another example of a maneuvering assistance mode. The cruise assist mode and the no-wake mode will be described in detail later. Instead of the cruise / no-wake switch 42, two switches corresponding to the cruise assist mode and the no-wake mode may be provided, respectively. The speed control switch 43 is an operator used to increase or decrease the thrust (more specifically, the output of the engine 10) when cruising using a maneuvering assistance mode.

[0043] [Electrical configuration of ships] Figure 4 is a block diagram illustrating the electrical configuration of the ship handling system 30.

[0044] The ship handling system 30 includes an ECU31 (Electronic Control Unit), which is a main control device that controls the electrical equipment installed on the ship 1, and an SCU32 (Shift Control Unit), which is an auxiliary control device that controls the electrical equipment installed on the ship 1 according to the commands of the ECU31. The ECU31 is connected to the SCU32 via a communication network N1 constructed according to a communication standard such as CAN (Controller Area Network). The ECU31 and SCU32 transmit and receive information and commands necessary for controlling the ship 1 via the communication network N1. In this embodiment, the ECU31 is an example of a controller having multiple ship handling support modes.

[0045] Both ECU31 and SCU32 include computers. ECU31 is programmed to cause the ship 1 to perform the processing described later. ECU31 includes a memory 31m for storing information such as programs, and a processor 31c (CPU: Central Processing Unit) that performs calculations and commands according to the program in memory 31m. ECU31 further includes an input interface 31i for acquiring detection values ​​from sensors installed on the ship 1, an output interface 31o for driving electrical equipment installed on the ship 1, and a communication interface 31co for communicating via the communication network N1. Similarly, SCU32 includes a memory 32m for storing information such as programs, a processor 32c (CPU) that performs calculations and commands according to the program in memory 32m, an input interface 32i for acquiring detection values ​​from sensors installed on the ship 1, an output interface 32o for driving electrical equipment installed on the ship 1, and a communication interface 32co for communicating via the communication network N1.

[0046] The ECU 31 can control the reverse actuator 19 and the trim actuator 20 via the SCU 32. That is, the SCU 32 operates the reverse actuator 19 and the trim actuator 20 according to commands given by the ECU 31. Alternatively, the SCU 32 may be omitted, and the ECU 31 may directly control the reverse actuator 19 and the trim actuator 20.

[0047] The steering system 30 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 rotational speed of the engine 10. The steering system 30 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 ship speed sensor 38 for detecting the ship speed (speed of the vessel 1), and a capsizing sensor 39 for detecting whether or not the hull 2 ​​has capsized. All of these sensors are connected to the ECU 31. The ship speed sensor 38 includes, for example, a GNSS (Global Navigation Satellite System) receiver and outputs information representing the speed of the hull 2 ​​using, for example, GPS (Global Positioning System). Alternatively, a sensor such as a pitot tube may be used as the ship speed sensor 38. Instead of detecting the ship speed with the ship speed sensor 38, the ship speed may be estimated by performing calculations on the engine rotational speed detected by, for example, the engine speed sensor 35.

[0048] The ECU 31 modifies the output of the engine 10 based on the value detected by the accelerator position sensor 33. Similarly, the ECU 31 drives the reverse actuator 19 to change the position of the bucket 18 and modifies the output of the engine 10 based on the value detected by the reverse position sensor 34. The ECU 31 further determines which position the bucket 18 is located in within the range from position F to position R based on the value detected by the bucket position sensor 36. Therefore, based on the value detected by the bucket position sensor 36, the ECU 31 determines whether the shift mode of the vessel 1 is F mode (forward mode), in which the vessel 1 is given forward thrust; R mode (reverse mode), in which the vessel 1 is given backward thrust; or N mode (neutral mode), in which the vessel 1 is not given forward or backward thrust.

[0049] The capsizing sensor 39 is an on / off sensor that switches between on and off. The capsizing sensor 39 is attached to the hull 2. The capsizing sensor 39 is also called a tipping sensor. When the hull 2 ​​capsizes or tilts significantly to the left or right, the capsizing sensor 39 switches from off to on. The capsizing sensor 39 also switches between on and off when the vertical acceleration of the hull 2 ​​is large. For example, when the vessel 1 goes over a large wave, large inertial forces are applied to the capsizing sensor 39 in the downward and upward directions, causing the capsizing sensor 39 to switch from off to on and then back to off. If the capsizing sensor 39 remains on, the ECU 31 determines that the hull 2 ​​has capsized and stops the engine 10. The capsizing sensor 39 can also be used to determine the sea conditions around the vessel 1. In other words, when the sea conditions around the vessel 1 are rough, the vertical acceleration of the hull 2 ​​is large, and the capsizing sensor 39 turns on and off. This can be used to determine the sea conditions around the vessel 1.

[0050] The ship handling system 30 includes a display 40 that displays information about the ship 1. The display 40 may be a touch panel display equipped with a touch panel, which is an example of an input device. In this embodiment, the case where the display 40 is a touch panel display will be described, but other input devices may be provided in addition to the display 40. The display 40 is located near the steering handle bar 6 (see Figure 3). The display 40 may be located anywhere on the ship 1 as long as it is in a position visible to the user operating the steering handle bar 6. The ECU 31 controls the display 40 to display information useful for operating the ship 1 (ship handling information), such as ship speed and trim position.

[0051] The steering system 30 includes a trim switch 41 operated by the user when moving the bow B1 up and down relative to the stern S1. Specifically, the trim switch 41 is shown as an example that includes a trim-up switch 41u operated by the user when trimming up, and a trim-down switch 41d operated by the user when trimming down. The trim switch 41 may also be a single switch that serves as both the trim-up switch 41u and the trim-down switch 41d. Figure 3 shows an example in which the trim switch 41 is located near the left handle grip 6g.

[0052] When the trim switch 41 is operated, the ECU 31 moves the deflector 17 to the trim actuator 20, thereby positioning the deflector 17 in one of the following positions: down 2 position D2, down 1 position D1, neutral position N, up 1 position U1, or up 2 position U2.

[0053] The ship handling system 30 may include a trim mode setter operated by the user when selecting a trim mode for the ship 1. The trim mode setter may consist of, for example, software buttons displayed on the display 40. When the trim mode setter is operated, the ECU 31 sets one of several trim modes, including manual trim mode (MT mode) and auto trim mode (AT mode).

[0054] 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. 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.

[0055] The steering system 30 also includes the aforementioned cruise / no-wake switch 42 and speed control switch 43, which are connected to the ECU 31. In this example, the speed control switch 43 includes a speed up switch 43u, which is operated by the user to increase the speed, and a speed down switch 43d, which is operated by the user to decrease the speed. The speed control switch 43 may also be a single switch that serves as both the speed up switch 43u and the speed down switch 43d.

[0056] [Display] Figure 5 shows an example of the display screen of the display 40, illustrating a typical display screen (home screen). The display screen shows multiple display items for ship operation. Specifically, the display screen includes a ship speed display 51, engine rotation speed display 52, fuel level display 53, trim setting display 54, battery level display 55, sailing mode display 56, alarm display 57, shift mode display 58, etc. In this example, the engine rotation speed display 52 includes both graphic and numerical displays. The display screen also has tabs 61-67 arranged along the top edge of the screen for switching between displays. In this example, the following tabs are displayed: Home tab 61 for selecting the normal display screen, Map tab 62 for opening the map screen, Information tab 63 for opening the display screen for cruising distance and fuel consumption information, Cruising mode setting tab 64 for opening the setting screen for the motion characteristics of ship 1, Media tab 65 for opening the screen for music playback operation and display of music currently playing, Settings tab 66 for opening the PIN code and display settings screen, and Engine lock tab 67 for opening the screen for locking / unlocking the engine by entering a PIN code. The display example in Figure 5 is an example when the normal display screen (home screen) is activated by operating Home tab 61.

[0057] The navigation mode display 56 displays the name of the navigation assistance mode currently being executed by the ECU 31. In this embodiment, the navigation assistance modes that the ECU 31 can execute include no-wake mode, cruise assist mode, reverse assist mode, and auto trim mode. For example, the navigation mode display 56 may display the string "No wake" when no-wake mode is being executed, the string "Cruise Assist" when cruise assist mode is being executed, and the string "Reverse Assist" when reverse assist mode is being executed. Similarly, the navigation mode display 56 may display the string "Auto Trim" when auto trim mode is being executed, and if auto trim mode includes multiple sub-modes, it may display a string representing the name of the currently executed sub-mode.

[0058] [Ship handling support mode] No-Wake Mode is a low-speed navigation support mode that provides the ability to maintain a predetermined engine speed in the low-speed range and navigate at low speeds without operating the accelerator lever 7. This function can only be operated when the shift mode is N mode or forward F mode and the engine 10 is idling. While navigating in No-Wake Mode, the engine speed can be adjusted, for example, in steps by operating the speed adjustment switch 43. The operating status of No-Wake Mode is displayed on the navigation mode display 56 of the display 40. Normal operation when using No-Wake Mode is as follows, for example: (1) Set the shift mode to N mode, or release the accelerator lever 7 to idle speed. (2) Press and hold the cruise / no-wake switch 42.

[0059] As a result, for example, a buzzer (not shown) sounds, and the system enters no-wake mode, controlling the engine speed to a predetermined low-speed range. The navigation mode display 56 on the display 40 indicates that no-wake mode is in operation. While in no-wake mode, the engine speed can be adjusted in steps, for example, by operating the speed control switch 43.

[0060] The operation to deactivate No Wake mode may include, for example, pressing the cruise / No Wake switch 42, gripping the accelerator lever 7, or gripping the reverse lever 8. When No Wake mode is deactivated, for example, a buzzer (not shown) may sound to notify the user that No Wake mode has been deactivated.

[0061] The cruise assist mode is a constant-speed navigation support mode that provides the ability to maintain an engine speed set by the user within a certain range (for example, approximately 3000 rpm to approximately 7000 rpm). While the cruise assist mode is active, the engine speed can be adjusted in steps, for example, by operating the speed adjustment switch 43. The operating status of the cruise assist mode is displayed on the navigation mode display 56 of the display 40. The normal operation when using the cruise assist mode is as follows, for example. (1) Operate the accelerator lever 7 until the desired engine speed is reached. (2) When the desired engine speed is reached, press the cruise / no wake switch 42.

[0062] This causes, for example, a buzzer (not shown) to sound, activating the cruise assist mode and maintaining the engine speed. The cruise mode display 56 on the display 40 indicates that the cruise assist mode is in operation. Once cruise assist is activated, the user slowly grips the accelerator lever 7 and maintains a position deeper than the lever position at the time of setting. While in cruise assist mode, the engine speed can be adjusted in steps, for example, by operating the speed adjustment switch 43.

[0063] For example, the cruise assist mode is deactivated by releasing the accelerator lever 7 from its set position. In this case, a buzzer (not shown) may sound to inform the user that the cruise assist mode has been deactivated.

[0064] The reverse assist mode is a launching support mode that temporarily increases the maximum engine speed above the maximum reverse speed to ensure a smooth launch when lowering the vessel 1 from a trailer or the like using reverse operation. The launching support mode can only be activated after the engine has started and before the shift mode is set to F mode. The operating status of the reverse assist mode is displayed on the navigation mode display 56 of the display 40. The normal operation when using the reverse assist mode is as follows, for example. (1) Start the engine 10. (2) While holding the reverse lever 8 to the fully reverse position, press the speed up switch 43u of the speed control switch 43.

[0065] This may cause a buzzer (not shown) to sound, activating the reverse assist mode and increasing the engine speed. The navigation mode display 56 on the display 40 indicates that the reverse assist mode is in operation. While in reverse assist mode, the reverse assist level can be adjusted by, for example, gradually adjusting the engine speed using the speed adjustment switch 43.

[0066] The reverse assist mode can be deactivated by, for example, releasing the reverse lever 8, pressing the speed down switch 43d when the reverse assist level is at its lowest, or gripping the accelerator lever 7.

[0067] As mentioned above, the auto-trim mode is a trim mode in which the ECU 31 changes the trim position of the deflector 17 even when the trim switch 41 is not being operated. The normal operation when using the auto-trim mode is, for example, by operating the software button displayed on the display 40. It can also be deactivated from the touch panel on the display 40.

[0068] For example, in auto trim mode, the trim position is automatically controlled to ensure a comfortable ride for the occupants (comfort auto trim). Specifically, the trim position is automatically controlled to facilitate smooth acceleration (launch control). Furthermore, in rough waters, the trim position is automatically controlled to reduce the amount of spray splashing on the occupants when passing through waves (spray control). Specifically, launch control is applied when cruising at low speeds (especially when starting), and spray control is applied when cruising at medium to high speeds.

[0069] In launch control, the ECU31 automatically controls the trim position to down position D3. This suppresses bow lift during acceleration from low speeds (especially rapid acceleration), preventing the hull 2 ​​from jumping and achieving smooth acceleration. In spray control, the ECU31 determines the sea condition level. Specifically, the sea condition level represents the state of the water surface under which the vessel 1 is navigating, and is a numerical value that represents conditions ranging from calm water to rough water. If the ECU31 determines that the water surface is rough, it automatically controls the trim position to up position U3. This suppresses splashes from hitting passengers when navigating through waves at medium speeds.

[0070] In auto-trim mode, if the vehicle remains at a low speed (e.g., less than 10 km / h) for a predetermined period of time (e.g., 5 seconds) or longer, launch control is activated, and the ECU 31 automatically controls the trim position to the down position D3. If the vehicle leaves the low-speed state while launch control is active and a predetermined period of time (e.g., 5 seconds) or longer elapses, launch control is deactivated, the vehicle enters standby mode, and the trim position is automatically returned to the position it was in before launch control was activated. Launch control is also deactivated when the trim-up switch 41u (see Figure 4) is operated.

[0071] In auto-trim mode, when a medium-speed cruising state (e.g., 10 km / h or more) has been maintained for a predetermined time (e.g., 5 seconds) or longer, spray control is performed according to the sea condition level, and the trim position is automatically controlled by the ECU 31 to the up position U3. The sea condition level represents the state of the water surface under which the vessel 1 is cruising, and is a numerical value that represents, for example, a state from calm water to rough water. 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 capsizing sensor 39 is turned on and off or the number of times the engine speed changes abruptly (see Patent Document 2).

[0072] In auto-trim mode, the ECU 31 executes spray control and fixes the trim position to the up position U3 when the vessel 1 has been sailing on rough water at a speed of medium speed or higher for a predetermined time (e.g., 5 seconds) or longer. This suppresses the amount of spray that hits the passengers. When the vessel speed drops below medium speed or the sea conditions are calm for a predetermined time (e.g., 5 seconds) or longer, the spray control is deactivated and the system enters standby mode, automatically returning to the trim position it was in before the spray control was initiated.

[0073] [Proposal and implementation of ship handling assistance modes] In this embodiment, the ECU 31 is programmed to determine whether the suggested conditions, which are suitable conditions for executing a ship handling assistance mode, are met, and when the suggested conditions are met, to display a suggestion message on the display 40 suggesting an appropriate ship handling assistance mode (e.g., a pop-up display). In other words, the display 40 is an example of a suggestion notification device. The suggested conditions specifically include conditions relating to the operating state of controls and / or the operating state of actuators. The controls include controls operated by the user for ship handling, specifically including the accelerator lever 7 and the reverse lever 8. The actuators include actuators for the navigation of the ship 1, specifically including the engine 10 and the trim adjuster 21.

[0074] The ship handling support mode proposed by the suggestion message displayed on the display 40 can be executed by the user operating a predetermined command input device. That is, when the suggestion message is displayed and the user operates the command input device to input an execution command, the ECU 31 responds to that execution command and executes the ship handling support mode.

[0075] Therefore, the ECU 31 determines when it is appropriate to use a maneuvering support mode and proposes an appropriate maneuvering support mode. When the user accepts the proposal by operating the command input device, the ECU 31 controls the actuators according to the appropriate maneuvering support mode. As a result, the user can use the appropriate maneuvering support mode in the appropriate situation, even if they are not familiar with each individual maneuvering support mode. This allows the user to effectively utilize the maneuvering support modes provided by the vessel 1, and thus fully enjoy the benefits of the functions provided by the vessel 1.

[0076] In this embodiment, the command input device is a speed control switch 43 (for example, a speed up switch 43u) operated by the user to increase or decrease the thrust. As described above, the speed control switch 43 is an example of a set thrust change operator operated by the user to increase or decrease the set speed (i.e., set thrust) in cruise assist mode.

[0077] In this way, existing controls can be used as command input devices for determining acceptance of the proposed steering support modes. This allows the ship 1 to be equipped with a mechanism for proposing steering support modes without complicating the configuration near the steering handle bar 6, which has many design constraints.

[0078] Figure 6 is a flowchart illustrating an example of ECU31's processing regarding the proposal and execution of no-wake mode. This process is repeatedly executed at a predetermined control cycle when ECU31 is not executing no-wake mode.

[0079] The ECU 31 determines whether the engine speed is in the low-speed range below a predetermined low-speed navigation threshold (step S61). The predetermined low-speed range may be, for example, an engine speed range corresponding to a ship speed of 8 km / h or less. If the state in which the engine speed is in the predetermined low-speed range is maintained for a predetermined time (for example, 10 seconds) or longer (step S62: YES), the ECU 31 displays a suggestion on the display 40 to suggest executing no-wake mode (for example, a pop-up display) (step S63).

[0080] This suggestion display may also be a message such as "Do you want to execute No Wake Mode?". In addition to the suggestion display, an operation guide display such as "If you want to execute, press the speed up switch" may also be displayed. The operation guide display may be an image displaying the arrangement of the operation switch for accepting the suggestion (in this embodiment, the speed up switch 43u). Furthermore, it may be possible to perform an operation to reject the suggestion. For example, the operation to reject the suggestion may be the operation of a software button displayed on the display 40 or the operation of the speed down switch 43d. An operation guide display for the operation to reject the suggestion may also be displayed.

[0081] After displaying the suggestion, the ECU 31 waits for a certain period of time (for example, 15 seconds) for input of an execution command to execute the suggested navigation support mode, i.e., the no-wake mode (steps S64, S65). When the user operates the speed up switch 43u and inputs an execution command (step S64: YES), the ECU 31 executes the no-wake mode (step S66). At this time, the ECU 31 updates the display 40, clears the above suggestion display, and displays "No-Wake Mode in Execution" on the navigation mode display 56. Increasing or decreasing the thrust force using the speed adjustment switch 43 and deactivating the no-wake mode are the same as in normal operation.

[0082] If no execution command is entered within a certain period of time after the proposal is displayed, or if a rejection command is entered through a proposal rejection operation (step S65: YES), the ECU 31 clears the proposal display and ends the process (step S67).

[0083] If the state in which the engine speed is at a predetermined low speed range is released within a predetermined time (for example, 10 seconds) (step S61: NO), the ECU31 determines that the proposed condition is not satisfied and does not perform the processing in steps S63 to S67.

[0084] In this way, when the engine speed (i.e., the thrust generated by the propulsion system 9) is maintained below the low-speed navigation threshold for a predetermined period of time or longer, the conditions for the no-wake mode (low-speed navigation support mode) are met, and the no-wake mode is activated in response to a command input from the user. As a result, the no-wake mode is proposed in appropriate situations, allowing the user to utilize the no-wake mode appropriately and effectively.

[0085] Figure 7 is a flowchart illustrating an example of ECU31 processing related to the proposal and execution of the cruise assist mode. This process is repeatedly executed at a predetermined control cycle when ECU31 is not executing the cruise assist mode.

[0086] The ECU 31 determines whether the operating position of the accelerator lever 7 (accelerator operating position) is within a set operating range corresponding to the engine speed range in which the cruise assist mode is available (for example, approximately 3000 rpm to approximately 7000 rpm) (step S71). Furthermore, the ECU 31 determines whether the change in the accelerator operating position (change in the amount of operation) exceeds a predetermined threshold (step S72). For example, the ECU 31 may determine whether the change in the accelerator operating position from the previous control cycle exceeds a predetermined threshold.

[0087] If the accelerator pedal position is within the set operating range (step S71: YES) and the change in that position remains below a predetermined threshold for a predetermined time (e.g., 10 seconds) (step S72: NO, step S73: YES), the ECU 31 displays a suggestion message (e.g., a pop-up display) on the display 40 to suggest activating cruise assist mode (step S74). This suggestion message may be a message such as "Do you want to activate cruise assist?". In addition to the suggestion message, an operation guide message such as "To activate, press the speed up switch" may also be displayed. The display of the operation guide and the operation to reject the suggestion are the same as in no-wake mode.

[0088] After displaying the suggestion, the ECU 31 waits for a certain period of time (for example, 15 seconds) for input of an execution command to execute the suggested navigation support mode, i.e., cruise assist mode (steps S75, S76). When the user operates the speed up switch 43u and an execution command is input (step S75: YES), the ECU 31 executes the cruise assist mode (step S77). The ECU 31 maintains the engine speed at the time the execution command was input, using the cruise assist setting value. The ECU 31 also updates the display 40, clearing the above suggestion display and indicating that the cruise assist mode is in operation on the cruising mode display 56. Increasing or decreasing the thrust force using the speed adjustment switch 43 and deactivating the cruise assist mode are the same as in normal operation.

[0089] If no execution command is entered within a certain period of time after the proposal is displayed, or if a rejection command is entered through a proposal rejection operation (step S76: YES), the ECU 31 clears the proposal display and ends the process (step S78).

[0090] If the state in which the accelerator operation position does not substantially change within the set operating range (a state in which the change in the amount of operation is below a predetermined threshold) is released within a predetermined time (for example, 10 seconds) (step S72: YES), the ECU 31 determines that the proposed condition is not satisfied and does not perform the processing in steps S74 to S78.

[0091] In this way, when the change in the amount of operation of the accelerator lever 7 is maintained below a predetermined threshold for a predetermined period of time or longer, the conditions for suggesting the cruise assist mode (conditions for suggesting the constant-speed navigation support mode) are met, and the cruise assist mode is started in response to the command input from the user. As a result, the cruise assist mode is suggested in the appropriate situation, so the user can use the cruise assist mode appropriately and effectively.

[0092] Figure 8 is a flowchart illustrating an example of ECU31 processing related to the proposal and execution of reverse assist mode. This process is repeatedly executed at a predetermined control cycle when ECU31 is not executing reverse assist mode.

[0093] The ECU 31 determines whether it is immediately after engine start (step S81). Immediately after engine start means that no operations other than engine start operations (especially operations to change the shift mode and throttle opening) have been performed. If it is immediately after engine start (step S81: YES), the ECU 31 determines whether a full reverse operation has been performed (step S82). A full reverse operation is, for example, an operation in which the amount of operation of the reverse lever 8 exceeds a predetermined judgment threshold (for example, 90% of the total amount of operation). If a full reverse operation has been performed (step S82), the ECU 31 determines whether that operation will continue for a predetermined time (for example, 5 seconds) or not (step S83). If a full reverse operation immediately after start continues for a predetermined time or more (step S83: YES), the ECU 31 displays a suggestion display (for example, a pop-up display) on the display 40 to suggest the execution of reverse assist mode (step S84). This suggestion display may be a message such as "Do you want to activate reverse assist?". In addition to the suggestion display, an operation guide display such as "Start with the speed up switch. Then, press the speed up switch to increase engine speed." may also be displayed. The display of the operation guide and the operation to reject the suggestion are the same as in no-wake mode.

[0094] After displaying the suggestion, the ECU 31 waits for a certain period of time (for example, 15 seconds) for input of an execution command to execute the suggested steering support mode, i.e., the reverse assist mode (steps S85, S86). When the user operates the speed up switch 43u and an execution command is input (step S85: YES), the ECU 31 executes the reverse assist mode (step S87). If the speed up switch 43u is operated thereafter, the ECU 31 increases the engine speed to a value exceeding the upper limit of the reverse speed. The ECU 31 also updates the display, clearing the above suggestion display and indicating that the reverse assist mode is in operation on the cruising mode display 56. Increasing or decreasing the reverse assist level and deactivating the reverse assist mode using the speed adjustment switch 43 are the same as in normal operation.

[0095] If no execution command is entered within a certain period of time after the proposal is displayed, or if a rejection command is entered through a proposal rejection operation (step S86: YES), the ECU 31 clears the proposal display and terminates the process.

[0096] If it is not immediately after engine start-up (step S81: NO), or if the full reverse operation is released within a predetermined time (for example, 5 seconds) (step S82: NO), the ECU31 determines that the proposed conditions are not met and does not perform the processing in steps S84 to S88.

[0097] In this way, if the reverse full-throttle operation state is maintained for a predetermined period of time or longer immediately after engine start, that is, immediately after the propulsion system 9 begins operation, the conditions for suggesting the reverse assist mode (launching support mode suggestion conditions) are met. Then, in response to the command input from the user, the reverse assist mode is started. As a result, the reverse assist mode is suggested in the appropriate situation, allowing the user to use the reverse assist mode appropriately and effectively.

[0098] Figure 9 is a flowchart illustrating an example of ECU31's processing regarding the proposal and execution of the auto-trim mode. This process is repeatedly executed at a predetermined control cycle when ECU31 is not executing the auto-trim mode.

[0099] The ECU 31 determines whether rapid acceleration operations from a low speed range are being repeated (step S91). This determination may be affirmed, for example, if the number of rapid acceleration operations from a low speed range exceeds a predetermined threshold (for example, 3 times) within a predetermined time (for example, 15 seconds). Rapid acceleration refers to an acceleration operation of a predetermined amount or more applied to the accelerator lever 7. The ECU 31 also determines the sea surface level on which the vessel 1 is sailing and determines whether it is above a predetermined sea surface level, i.e., the water surface is rough (step S92). The method described in Patent Document 2 may be used to determine the sea surface level.

[0100] If the ECU 31 determines that rapid acceleration is being repeated (step S91: YES) or that the vehicle is navigating rough water (step S92: YES), it displays a suggestion on the display 40 (for example, a pop-up display) to suggest activating auto trim mode (step S93). This suggestion may also be a message such as "Do you want to activate auto trim?". The display of the operation guide and the operation to reject the suggestion are the same as in no-wake mode.

[0101] After displaying the suggestion, the ECU 31 waits for a certain period of time (for example, 15 seconds) for input of an execution command to execute the suggested navigation support mode, i.e., the auto trim mode (steps S94, S95). When the user operates the speed up switch 43u and an execution command is input (step S94: YES), the ECU 31 executes the auto trim mode (step S96). The ECU 31 also updates the display on the display 40, clearing the above suggestion display and indicating that the auto trim mode is in operation on the navigation mode display 56.

[0102] If no execution command is entered within a certain period of time after the proposal is displayed, or if a rejection command is entered through a proposal rejection operation (step S95: YES), the ECU 31 clears the proposal display and ends the process (step S97).

[0103] If the ECU31 is not in a situation where rapid acceleration is being repeated (step S91: NO) and is not navigating on rough water (step S92: NO), it determines that the proposed conditions are not met and does not perform steps S93 to S97.

[0104] In this way, the conditions for suggesting auto-trim mode are met when the number of rapid acceleration operations of the accelerator lever 7 within a predetermined time exceeds a judgment threshold, or when the sea conditions around the vessel 1 are rough. Then, in response to the command input from the user, auto-trim mode is started. As a result, auto-trim mode is suggested in appropriate situations, allowing the user to use auto-trim mode appropriately and effectively.

[0105] [Differentiation] Although one embodiment of the present invention has been described above, the present invention can also be implemented in other forms.

[0106] For example, in the embodiment described above, the accelerator lever 7 (forward accelerator operator) is located near the right-hand grip 6g, and the reverse lever 8 (reverse accelerator operator) is located near the left-hand grip 6g. However, both of these may be located near the grip 6g on one side (for example, the right side). Also, the accelerator operator and the shift operator may be separate operators. For example, the accelerator operator (e.g., accelerator lever) may be located near the right-hand grip 6g, and the shift operator (e.g., shift lever) may be located near the left-hand grip 6g. Furthermore, the shift mode may be selected by shift operation, and the output (thrust force) of the engine 10 may be adjusted using the accelerator operator.

[0107] Furthermore, in the above-described embodiment, the speed-up switch 43u is used as the command input device, but of course, other suitable switches can also be used as the command input device. Alternatively, a dedicated command input device may be provided. For example, software buttons may be displayed on the display 40 and used as the command input device.

[0108] Furthermore, in the above-described embodiment, the propulsion system 9 is an engine-driven propulsion system powered by the engine 10, but an electric propulsion system powered by an electric motor may also be used. In this case, by switching the drive state of the electric motor to forward rotation (forward operation), reverse rotation (reverse operation), stop, etc., the ship 1 can be given forward and backward thrust as needed.

[0109] Furthermore, although a waterjet-propelled boat was used as an example in the above-described embodiment, this invention can also be applied to other planing boats such as outboard motorboats, and to vessels other than planing boats.

[0110] Furthermore, various design modifications can be made within the scope of the matters described in the patent claims. [Explanation of Symbols]

[0111] 1: Vessel, 2: Hull, 7: Accelerator lever, 8: Reverse lever, 9: Propulsion, 10: Engine, 11: Jet propulsion pump, 18: Bucket, 19: Reverse actuator, 20: Trim actuator, 21: Trim adjuster, 30: Steering system, 31: ECU, 33: Accelerator position sensor, 34: Reverse position sensor, 35: Engine speed sensor, 36: Bucket position sensor, 37: Trim position sensor, 38: Ship speed sensor, 39: Capsizing sensor, 40: Display, 41: Trim switch, 41d: Trim down switch, 41u: Trim up switch, 42: Cruise / No Wake switch, 43: Speed ​​adjustment switch, 43d: Speed ​​down switch, 43u: Speed ​​up switch, 56: Navigation mode display

Claims

1. Controls operated by the user for maneuvering the vessel, Actuators for ship navigation, A controller that controls the actuators according to the operating state of the control elements, and having a plurality of ship handling support modes for controlling the actuators to assist in ship handling, A proposal notification device that, when the operating state of the control elements and / or the operating state of the actuators satisfies predetermined proposed conditions, notifies the user of a proposal to execute a ship handling support mode from among the plurality of ship handling support modes that conforms to the proposed conditions, The system includes a command input device operated by the user to instruct whether or not to execute the ship handling support mode proposed by the proposed notification device, The controller is a ship handling system that controls the actuators in accordance with the ship handling support mode when the command input device commands the execution of a ship handling support mode proposed by the proposed notification device.

2. The actuators include propulsion machines that generate thrust to propel the hull, The aforementioned controls include an accelerator control for adjusting the thrust force of the propulsion machine, The aforementioned multiple ship handling support modes include a low-speed navigation support mode in which the controller controls the propulsion system to maintain the thrust generated by the propulsion system at a predetermined low-speed navigation thrust, without relying on the operation of the accelerator control element. The aforementioned proposed conditions include low-speed navigation support mode proposal conditions for determining the proposed low-speed navigation support mode, The ship handling system according to claim 1, wherein the proposed conditions for the low-speed navigation support mode include maintaining the propulsion force generated by the propulsion system below a low-speed navigation threshold for a predetermined period of time or longer.

3. The actuators include propulsion machines that generate thrust to propel the hull, The aforementioned controls include an accelerator control for adjusting the thrust force of the propulsion machine, The aforementioned multiple ship handling support modes include a constant-speed navigation support mode in which the controller controls the propulsion system to maintain the thrust generated by the propulsion system at a user-configurable thrust, without relying on the operation of the accelerator control unit. The aforementioned proposed conditions include constant speed navigation support mode proposal conditions for determining the proposal of the constant speed navigation support mode, The ship handling system according to claim 1, wherein the proposed conditions for the constant-speed navigation support mode include maintaining the change in the amount of operation of the accelerator operator below a predetermined threshold for a predetermined period of time or longer.

4. The actuators include a propulsion system that generates thrust to propel the hull and has multiple operating states, including forward and reverse operation. The aforementioned controls include an accelerator control for adjusting the thrust force of the propulsion machine, The aforementioned multiple ship handling support modes include a launching support mode in which the controller controls the propulsion unit so that the propulsion force of the propulsion unit is greater than the upper limit of the reverse propulsion force during normal operation, while the propulsion unit is in a reverse operation state. The aforementioned proposed conditions include launching support mode proposal conditions for determining the proposed launching support mode, The ship handling system according to claim 1, wherein the proposed launching support mode conditions include, immediately after the start of operation of the propulsion unit, the propulsion unit being in reverse operation mode, and the amount of operation of the accelerator control unit exceeding a predetermined determination threshold being maintained in a fully open state for a predetermined period of time or longer.

5. The actuators include a propulsion unit that generates thrust to propel the hull, and a trim adjuster for changing the trim of the hull. The aforementioned controls include an accelerator control for adjusting the thrust of the propulsion system and a trim control for adjusting the trim of the hull, The aforementioned multiple ship handling support modes include an auto-trim mode in which the controller controls the trim adjuster in accordance with the operation of the accelerator control and / or the sea conditions around the vessel, without relying on the operation of the trim control; The aforementioned proposed conditions include auto-trim mode proposed conditions for determining the proposed auto-trim mode, The ship handling system according to claim 1, wherein the auto-trim mode suggestion condition includes at least one of the following: the number of rapid acceleration operations of the accelerator operator within a predetermined time exceeds a determination threshold; and the controller determines that the sea conditions around the ship are rough.

6. The actuators include propulsion machines that generate thrust to propel the hull, The ship handling system according to claim 1, wherein the propulsion system is a waterjet propulsion system including a jet propulsion pump.

7. The steering system according to claim 6, wherein the vessel is a personal watercraft including a steering handlebar.

8. The ship handling system according to claim 1, wherein at least one of the control elements is also used as the command input device.

9. The actuators include propulsion machines that generate thrust to propel the hull, The aforementioned controls include an accelerator control for adjusting the thrust force of the propulsion machine, The aforementioned multiple ship handling support modes include a constant-speed navigation support mode in which the controller controls the propulsion system to maintain the thrust generated by the propulsion system at a user-configurable thrust, without relying on the operation of the accelerator control unit. The ship handling system according to claim 1, wherein the command input device includes a set thrust change operator for increasing or decreasing the set thrust during the constant speed navigation support mode.

10. The hull and, The ship handling system according to claim 1 is provided on the hull, Ships, including

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