Planing boat

Abstract

To provide a planing boat that can improve the maneuverability of the hull. [Solution] The hull 10 is provided with a main propulsion device 2 that provides the main propulsion force to propel the hull, an auxiliary propulsion device 7 that provides the hull with an auxiliary propulsion force at a position different from the main propulsion device, and a bar handle 60 that is rotatably supported on the hull and changes the direction of propulsion of the hull by the main propulsion force according to the amount of rotation. The bar handle is provided with a pair of left and right grips 64 that can be grasped by the driver M, and an operator placement section 65L located adjacent to one of the grips 64L, and auxiliary operators 74 and 75 for operating the auxiliary propulsion device are provided on the operator placement section.

Description

Technical Field

[0001] This disclosure relates to a hydroplane boat.

Background Art

[0002] As a type of hydroplane boat, the boat described in Patent Document 1 is known.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In order to improve the convenience of a hydroplane boat, it is desirable to enhance the operability of the hull

[0005] This disclosure has been made in view of the above circumstances, and an object thereof is to provide a hydroplane boat capable of enhancing the operability of the hull.

Means for Solving the Problems

[0006] A hydroplane boat according to an aspect of this disclosure includes a hull, a main propulsion device that imparts a main propulsion force for propelling the hull to the hull, an auxiliary propulsion device that imparts an auxiliary propulsion force for propelling the hull to the hull at a position different from the main propulsion device, and a bar handle that is rotatably supported by the hull and changes the propulsion direction of the hull by the main propulsion force according to the amount of rotation. The bar handle includes a pair of left and right grips that can be respectively gripped by a driver, and an operator arrangement portion provided at a position adjacent to one of the grips. An auxiliary operator for operating the auxiliary propulsion device is provided in the operator arrangement portion.

[0007] Furthermore, a planing boat according to one aspect of the present disclosure includes a hull, a propulsion device that provides the hull with a propulsive force to propel the hull, and a bar handle that is rotatably supported on the hull and operates the propulsion device to perform orbital turns in which the hull moves in the longitudinal direction according to the amount of rotation, wherein the bar handle includes a pair of left and right grips that can be grasped by the operator, and an operator placement section provided adjacent to one of the grips, wherein the operator placement section is provided with an auxiliary operator for operating the propulsion device to achieve at least one of assist movement in which the hull moves in directions other than forward and aft while maintaining the orientation of its bow, and rotational movement in which the hull turns while maintaining its position.

[0008] Furthermore, a planing boat according to one aspect of the present disclosure includes a hull, a propulsion device that provides the hull with a propulsive force to propel the hull, and a bar handle that is rotatably supported on the hull and operates the propulsion device to perform orbital turns in which the hull moves in the longitudinal direction according to the amount of rotation, wherein the bar handle includes a pair of left and right grips that can be grasped by the operator, and an operating part provided adjacent to one of the grips, wherein the bar handle is provided with a main propulsion operating part that changes the magnitude of the propulsion force of the propulsion device, and an auxiliary operating part that generates the propulsion force of the propulsion device within a suppression range that is suppressed more than the propulsion force range obtained by operating the main propulsion operating part. [Effects of the Invention]

[0009] The planing boat of this disclosure can improve the maneuverability of the hull. [Brief explanation of the drawing]

[0010] [Figure 1] Figure 1 is a partially broken side view of a planing boat according to an embodiment of the present disclosure. [Figure 2] Figure 2 is a plan view of the aforementioned planing boat. [Figure 3] Figure 3 is a side view of the front of the planing boat, seen from the rear. [Figure 4] Figure 4 is a plan view showing an enlarged portion of Figure 2. [Figure 5] Figure 5 is a side view showing an enlarged portion of Figure 3. [Figure 6] Figure 6 is a magnified side view showing the slide movement switch of the planing boat. [Figure 7] Figure 7 is a plan view showing the area around the jet nozzle of the aforementioned planing boat. [Figure 8] Figure 8 is a side view showing the area around the jet nozzle. [Figure 9] Figure 9 is a schematic plan cross-sectional view showing the structure of the auxiliary propulsion system of the aforementioned planing boat. [Figure 10] Figure 10 is a schematic plan view illustrating the propulsion forces and other factors acting on the hull in the sliding motion mode. [Figure 11] Figure 11 is a functional block diagram showing the control system of the planing boat. [Figure 12] Figure 12 is a flowchart showing the procedure for switching the movement mode, which is performed by the control device of the planing boat. [Figure 13] Figure 13 is a flowchart showing the control performed by the control device in the rotational movement mode. [Figure 14] Figure 14 is a flowchart showing the control performed by the control device in the slide movement mode. [Modes for carrying out the invention]

[0011] Hereinafter, embodiments of the planing boat according to this disclosure will be described with reference to the drawings. In the following description, the longitudinal direction of the planing boat's hull, more specifically the direction connecting the bow and the stern, will be simply referred to as the longitudinal direction, with the bow side being referred to as the forward and the stern side as the aft. The lateral direction of the planing boat's hull, more specifically the direction perpendicular to the longitudinal and vertical directions, will be referred to as the lateral direction. Note that these longitudinal and lateral directions coincide with the longitudinal and lateral directions as seen from the perspective of the operator aboard the planing boat. The longitudinal and lateral direction indications in the drawings indicate these defined directions.

[0012] Figure 1 is a partially broken-away side view of a jet ski 1 according to an embodiment of the present disclosure, and FIG. 2 is a plan view of the jet ski 1. The jet ski 1 is a jet-propelled boat that moves on water by jetting a jet water flow and using its reaction force. In the present embodiment, the jet ski 1 is a riding-type small boat also called a PWC. Therefore, hereinafter, the jet ski 1 will be abbreviated as PWC1.

[0013] The hull 10 includes a hull 11 and a deck 12 that covers above the hull 11.

[0014] A seat 14 is disposed on the deck 12. The seat 14 is a seat on which a driver M who operates the PWC1 sits. The seat 14 may be a multi-person seat on which not only the driver M but also a passenger can sit, or a single-person seat on which only the driver M can sit.

[0015] (Operating device) A bar handle 60 that can be operated by the driver M and the like is provided at the front upper part of the deck 12. The bar handle 60 mainly functions as a steering device for changing the direction of the bow of the hull 10 and thus changing the traveling direction of the hull 10. FIG. 3 is a side view of the front part of the hull 10 provided with the bar handle 60 as seen from the rear. FIG. 4 is an enlarged view of a part of FIG. 2 and is a plan view showing the bar handle 60 and its periphery. FIG. 5 is an enlarged side view showing the periphery of the bar handle 60 in FIG. 3. FIG. 6 is an enlarged side view showing a slide movement switch 74 described later. Note that the specific shape of the bar handle 60 is not limited to that shown in the figures. For example, as the bar handle 60, one provided with a meter or the like at its left and right center may be used. <0​​The bar handle 60 is supported on the hull 10 so as to be rotatable around an axis O10 that extends vertically. The bar handle 60 is supported on the hull 10 such that, for example, the maximum rotation angle around the axis O10 is 110 degrees or less, preferably 90 degrees or less. The bar handle 60 has a pair of left and right grips 64, 64 at both ends of its upper part, which can be grasped by the driver M. Specifically, the bar handle 60 has a support column 62 that penetrates the front panel 12A that constitutes the deck 12 in front of the seat 14 and extends upward from the front panel 12A, and a handle body 63 that extends left and right from the upper part of the support column 62. The right grip 64R ​​is provided at the right end of the handle body 63. The left grip 64L is provided at the left end of the handle body 63. These right grip 64R ​​and left grip 64L are spaced apart to the left and right. For example, the lateral separation between the right grip 64R ​​and the left grip 64L is set to 300 mm or more. Both the right grip 64R ​​and the left grip 64L have a roughly cylindrical shape that extends in the lateral direction. The right grip 64R ​​and the left grip 64L are made of common parts and have a symmetrical shape when attached to the handle body 63.

[0017] The right grip 64R ​​and the left grip 64L are positioned so that the driver M can grasp them with their right and left hands, respectively, while seated in the seat 14. The driver M can rotate the handlebar 60 by moving the grips 64 back and forth while holding them. In the following, the neutral position of the handlebar is defined as the position where the front-to-back position of the right grip 64R ​​and the front-to-back position of the left grip 64L are the same. When the handlebar 60 is rotated from the neutral position, the right grip 64R ​​and the left grip 64L move to positions that are offset in the front-to-back direction.

[0018] A steering angle sensor 60S is attached to the handlebar 60 to detect the direction of rotation of the handlebar 60, i.e., the steering direction, and the amount of rotation of the handlebar 60, i.e., the steering angle. Specifically, the steering angle sensor 60S detects whether the handlebar 60 is rotating to the left or right relative to the neutral position, and also detects the amount of rotation of the handlebar 60 relative to the neutral position as the steering angle.

[0019] Switch mounting sections 65, 65 are provided in the portion of the handlebar 60 adjacent to each grip 64. Both switch mounting sections 65, 65 are block-shaped. The outer shape of the right switch mounting section 65R, located to the left of the right grip 64R ​​and adjacent to it, and the outer shape of the left switch mounting section 65L, located to the right of the left grip 64L and adjacent to it, are generally symmetrical. The right switch mounting section 65R and the left switch mounting section 65L are spaced apart in the left-right direction. In this embodiment, a shock-absorbing pad 63A, made of a relatively soft material, is placed in the portion of the handlebar body 63 between the right switch mounting section 65R and the left switch mounting section 65L, covering the top and rear surfaces of the handlebar body 63. Here, the right switch mounting section 65R is provided within the range that the fingers of the driver's hand can reach when the driver M grips the right grip 64R. The left switch section 65L is located within reach of the fingers of the driver M's hand when the driver is gripping the left grip 64L.

[0020] The left switch section 65L is equipped with a start switch 71, a stop switch 72, a slide movement switch 74, and a rotation movement switch 75.

[0021] The start switch 71 is a switch for starting the engine 3, which will be described later. The stop switch 72 is a switch for stopping the engine 3. The start switch 71 is located at the front of the upper surface of the left switch arrangement section 65L. The stop switch 72 is located at the lower part of the rear surface of the left switch arrangement section 65L, facing the driver M seated in the seat 14. Both the start switch 71 and the stop switch 72 are push switches that are operated by pressing.

[0022] The slide movement switch 74 is a switch that accepts operations related to the slide movement mode and slide movement control, which will be described later. The slide movement switch 74 is located on the rear surface of the left switch arrangement section 65L. More specifically, the slide movement switch 74 is located on the rear surface of the left switch arrangement section 65L to the left of the stop switch 72, that is, closer to the left grip 64L than the stop switch 72. As shown in Figure 6, the slide movement switch 74 consists of a so-called directional pad and includes four buttons 74A to 74D that are pressed in the up, down, left, and right directions, respectively. Specifically, the slide movement switch 74 has an upper button 74A located on the top, a lower button 74B located on the bottom, a right button 74C located on the right side, and a left button 74D located on the left side. Each of the buttons 74A to 74D is a push switch that is pressed.

[0023] The rotation movement switch 75 is a switch that accepts operations related to the rotation movement mode and rotation movement control, which will be described later. The rotation movement switch 75 is located on the rear surface of the left switch arrangement section 65L. The rotation movement switch 75 is located above the slide movement switch 74. The rotation movement switch 75 consists of a push switch that is pressed.

[0024] The left switch arrangement section 65L, where the slide movement switch 74 and the rotation movement switch 75 are provided, corresponds to the “operator arrangement section” in this disclosure. The left grip 64L adjacent to the left switch arrangement section 65L corresponds to the “one grip” in this disclosure. The slide movement switch 74 corresponds to the “first auxiliary operator” and “auxiliary operator” in this disclosure. The rotation movement switch 75 corresponds to the “second auxiliary operator” and “auxiliary operator” in this disclosure.

[0025] A cruise switch 73 is provided in the right switch arrangement section 65R. The cruise switch 73 is a switch that accepts operations related to the cruise mode, which will be described later. The cruise switch 73 is located on the rear surface of the right switch arrangement section 65R. The cruise switch 73 includes a cruise start button 73A, an acceleration button 73B, and a deceleration button 73C. These buttons 73A to 73C consist of push switches that are pressed.

[0026] A reverse lever 78 is provided on the handlebar 60. The reverse lever 78 is mounted on the lower part of the right switch mounting section 65R. The reverse lever 78 is a lever for changing the position of the reverse bucket 6, which will be described later. The reverse lever 78 is mounted on the right switch mounting section 65R so as to be able to swing in the front-to-back direction.

[0027] A throttle lever 77 is provided on the handlebar 60. The throttle lever 77 is mounted on the front of the right switch arrangement section 65R. That is, the throttle lever 77 is located on the handlebar 60, on the side opposite to the slide movement switch 74 and the rotation movement switch 75, with the center of the handlebar 60 in the left-right direction. The throttle lever 77 is a lever for changing the output and the magnitude of the main thrust of the engine 3, which will be described later. The throttle lever 77 corresponds to the "main thrust operator" in this disclosure.

[0028] Figure 5 shows an example of the driver M's right hand M_R and left hand M_L when operating the PWC1, represented by dashed lines. As shown in Figure 5, the switches 71, 72, 74, and 75 located in the left switch area 65L are positioned so that driver M can operate them while holding the left grip 64L with his left hand M_L. The cruise switch 73 located in the right switch area 65R is positioned so that driver M can operate it while holding the right grip 64R ​​with his right hand M_R.

[0029] Specifically, the left-right dimension L1 of the left grip 64L is set to be approximately the same as the left-right dimension of an adult's palm. The left-right dimension L2 of the left switch mounting area 65L is set to be smaller than the left-right dimension L1 of the left grip 64L. For example, the left-right dimension L2 of the left switch mounting area 65L is between 10 cm and 20 cm. Also, for example, the left-right dimension L1 of the left grip 64L is set to be about half the left-right dimension L2 of the left switch mounting area 65L. Thus, as shown in Figure 5, the driver M can operate the stop switch 72, slide movement switch 74, and rotation movement switch 75 with the thumb of the left hand M_L while gripping the left grip 64L with the fingers and palm of the left hand M_L, excluding the thumb. In particular, the slide movement switch 74 and rotation movement switch 75 are located towards the left of the left switch mounting area 65L. Furthermore, the slide movement switch 74 and the rotation movement switch 75 are positioned within the area L10 occupied by the left grip 64L in the vertical direction when viewed from the rear. Therefore, the driver M can easily operate the slide movement switch 74 and the rotation movement switch 75. Although detailed illustrations are omitted, the driver M can also operate the start switch 71 with the index finger of their left hand M_L while gripping the left grip 64L with their left hand M_L.

[0030] The positional and dimensional relationships between the right grip 64R ​​and the right switch mounting section 65R are almost the same as those between the left grip 64L and the left switch mounting section 65L. Thus, as shown in Figure 5, the driver M can operate the cruise switch 73 with the thumb of their right hand M_R while gripping the right grip 64R ​​with the fingers and palm of their right hand M_R, excluding the thumb.

[0031] The reverse lever 78 is positioned so that it can be operated by the thumb of the right hand M_R while the driver M is gripping the right grip 64R ​​with his right hand M_R. The throttle lever 77 is also positioned so that it can be operated by the index finger or the like of the right hand M_R while the driver M is gripping the right grip 64R ​​with his right hand M_R.

[0032] As shown in Figure 3, etc., the front panel 12A is provided with a mode selector switch 81 that can be operated by the operator M. The mode selector switch 81 is a switch for changing the movement mode of the hull 10, as will be described later. The mode selector switch 81 is rotatable around an axis that extends in the vertical direction. The mode selector switch 81 corresponds to "another operator different from the auxiliary operator" in this disclosure.

[0033] The mode selector switch 81 is located behind the support column 62 of the handlebar 60. More specifically, the mode selector switch 81 is positioned so that it overlaps with the support column 62 when viewed along the front-to-back direction. In the left-to-right direction, the mode selector switch 81 is located in the same position as the display 15. In the up-to-down direction, the mode selector switch 81 is located near the lower end of the support column 62. The mode selector switch 81 is spaced apart from each grip 64. Specifically, the mode selector switch 81 is located further away from the left switch area 65L and the switches 71, 72, 74, and 75 located thereon relative to the left grip 64L. Also, the mode selector switch 81 is located further away from the right switch area 65R and the switch 73 located thereon relative to the right grip 64R. As a result, the driver M cannot operate the mode selector switch 81 with the hand that is gripping the grip 64, and must release at least one hand from the grip 64 to operate the mode selector switch 81. In other words, the mode selector switch 81 is located in a position that is out of reach of the driver M, who is holding the grip 64.

[0034] A display 15 is provided in front of the handlebar 60. The display 15 is a device that displays various information and notifies the driver M, etc. The display 15 is a touch panel type display. The driver M, etc. can perform various input operations on the display 15. The display 15 corresponds to the "notification unit" in this disclosure. A pair of left and right mirrors 16, 16 are provided on both the left and right sides of the display 15.

[0035] The hull 10 is equipped with a main propulsion system 2 and an auxiliary propulsion system 7. Both the main propulsion system 2 and the auxiliary propulsion system 7 are devices that provide the hull 10 with the propulsion force to move it.

[0036] (Main propulsion device) The main propulsion system 2 comprises an engine 3 as a drive source, a jet pump 5, a reverse bucket 6, a nozzle motor 39, and a bucket motor 49.

[0037] Engine 3 is an internal combustion engine. Engine 3 is a water-cooled, four-stroke, multi-cylinder engine that uses gasoline as fuel, for example. Engine 3 has a crankshaft 30 that extends in the longitudinal direction as its output shaft. Engine 3 is housed in the hull 11.

[0038] The jet pump 5 is located in the impeller passage 37. The impeller passage 37 is a passage whose entrance is the water intake port 36 formed in the bottom surface 11A of the hull 11.

[0039] The jet pump 5 is a pump that generates and ejects a jet of water. The jet pump 5 includes a pump shaft 31, a pump impeller 32, a venturi nozzle 33, and a jet nozzle 34. The pump shaft 31 is coaxially connected to the rear end of the crankshaft 30. The pump impeller 32 is fixed to the pump shaft 31. When the engine 3 rotates, the pump impeller 32 rotates around its axis to generate a backward-facing water flow. The venturi nozzle 33 and jet nozzle 34 pressurize and accelerate the water sent from the pump impeller 32 to generate a jet of water. The jet nozzle 34 has an injection port 35 that opens backward. The generated jet of water is ejected backward from this injection port 35. This jet of water provides the hull 10 with the main thrust that propels it.

[0040] The jet nozzle 34 is located at the aft end of the hull 10, and the jet stream is ejected from the aft end of the hull 10. This applies the main thrust to the aft end of the hull 10. The jet nozzle 34 is located on a line O1 that runs through the center of the hull 10 in the lateral direction. The jet nozzle 34 is located aft of the center of gravity G of the PWC 1. The center of gravity G of the PWC 1 is located, for example, in the area where the seat 14 is positioned in a plan view.

[0041] Figure 7 is a schematic plan view showing the area around the jet nozzle 34. The jet nozzle 34 has a roughly cylindrical shape extending in the front-rear direction. The jet nozzle 34 can swing from side to side, as shown by the dashed, solid, and chained lines in Figure 7. The jet nozzle 34 is electrically operated and is oscillated by a nozzle motor 39 consisting of an electric motor. When the jet nozzle 34 swings, the orientation of the nozzle opening 35 and the direction of the jet water stream are changed in the left-right direction.

[0042] In the following, the position of the jet nozzle 34 is referred to as the basic position, as shown by the solid line in Figure 7, where the central axis of the jet nozzle 34 extends straight in the front-rear direction and the nozzle opening 35 opens straight to the rear. Furthermore, regarding the direction of oscillation of the jet nozzle 34, when the jet nozzle 34 oscillates so that its rear end moves to the left, as shown by the dashed line from the solid line in Figure 7, it is said to oscillate to the left, and when it oscillates in the opposite direction, it is said to oscillate to the right.

[0043] Figure 8 is a schematic side view showing the area around the reverse bucket 6. The reverse bucket 6 is basically a device for switching the hull 10 forward, backward, and stopped. The reverse bucket 6 is rotatable vertically between the reverse position and the forward position. The reverse position is the position in which the reverse bucket 6 covers the nozzle 35 of the jet nozzle 34 from the rear, as shown by the dashed line in Figure 8. The forward position is the position in which the nozzle 35 is exposed, as shown by the dashed line in Figure 8. The position of the reverse bucket 6 can be switched between the reverse position, the forward position, and the neutral position. The neutral position is an intermediate position between the forward position and the reverse position, as shown by the solid line in Figure 8. The reverse bucket 6 is electrically operated and rotated by a bucket motor 49 consisting of an electric motor.

[0044] The reverse bucket 6 includes a main body wall 41 that covers the nozzle 35 from the rear when in the reverse position. The reverse bucket 6 includes a left wall portion 42 and a right wall portion 43 that extend forward from the left and right edges of the main body wall 41, respectively, when in the reverse position. Through holes 44 and 45 are formed in the left wall portion 42 and the right wall portion 43, respectively.

[0045] When the reverse bucket 6 is in the forward position, the jet stream ejected from the nozzle 35 moves backward without being obstructed by the reverse bucket 6. As a result, when the reverse bucket 6 is in the forward position, the hull 10 is given a forward main thrust.

[0046] When the reverse bucket 6 is in the reverse position, the jet stream ejected from the nozzle 35 backward is changed direction to forward upon collision with the main body wall 41. As a result, when the reverse bucket 6 is in the reverse position, the hull 10 is given a rearward main thrust.

[0047] When the reverse bucket 6 is in the neutral position, the jet stream ejected from the nozzle 35 splits into left and right streams, passing through the through-holes 44 and 45 and moving outwards to the left and right. When the volume of water in the jet streams passing through the left and right through-holes 44 and 45 is equal, the thrust from the left and right jet streams cancels each other out, resulting in a main thrust force applied to the hull 10 that is almost zero. On the other hand, when the volume of water on the left and right are different, the thrust from one of the jet streams becomes greater, resulting in a main thrust force applied to the hull 10 that is either to the right or to the left and contains almost no longitudinal component.

[0048] The direction of the main thrust applied to the hull 10 can be changed in almost all directions by the combination of the position of the jet nozzle 34 and the position of the reverse bucket 6. Specifically, when the position of the jet nozzle 34 is changed while the reverse bucket 6 is in the forward position, the direction of the main thrust is changed to the left or right while retaining a forward component. When the position of the jet nozzle 34 is changed while the reverse bucket 6 is in the reverse position, the direction of the main thrust is changed to the left or right while retaining a rearward component. Furthermore, when the position of the jet nozzle 34 is changed while the reverse bucket 6 is in the neutral position, the direction of the main thrust is changed to the left or right while retaining no longitudinal component.

[0049] Because the direction of the main thrust can be changed in almost all directions, the hull 10 can move in almost all directions using only the main thrust. However, the main thrust is applied to the rear end of the hull 10. Therefore, when only the main thrust is applied to the hull 10, except for movement straight forward and straight backward, the hull 10 moves while changing the direction of its bow. In other words, when only the main thrust is applied to the hull 10, except for movement straight forward and straight backward, the hull 10 performs orbital turns, turning while moving in the longitudinal direction.

[0050] (Auxiliary propulsion device) Figure 9 is a schematic plan cross-sectional view showing the structure of the auxiliary propulsion device 7. The auxiliary propulsion device 7 is a so-called electric thruster. The auxiliary propulsion device 7 has a thruster motor 8 as a drive source and an impeller 52 driven by the thruster motor 8. The thruster motor 8 is an electric motor. The auxiliary propulsion device 7 includes a propeller shaft 51 extending to the left and right and a gear mechanism 53. The impeller 52 is fixed to the propeller shaft 51 and connected to the thruster motor 8 via the propeller shaft 51 and the gear mechanism 53.

[0051] A waterway 55 is formed in the hull 11. The waterway 55 is a passage that penetrates the hull 11 in the left-right direction. The thruster motor 8 is located inside the hull 11. Part of the gear mechanism 53, the propeller shaft 51, and the impeller 52 are located within the waterway 55. The propeller shaft 51 and the impeller 52 are driven by the thruster motor 8 and rotate around an axis that extends in the left-right direction. Specifically, the rotation input from the thruster motor 8 to the gear mechanism 53 is changed direction by 90 degrees and then transmitted to the impeller 52. The rotation of the impeller 52 causes water introduced into the waterway 55 to be ejected from one end of the waterway 55 (the left opening 55A or the right opening 55B). This generates an auxiliary water flow, which is a water flow along the left-right direction.

[0052] The auxiliary water flow provides the hull 10 with an auxiliary thrust to propel it. The waterway 55 is located in the forward part of the hull 11 and the hull 10. The auxiliary thrust is applied to the hull 10 at the forward part of the hull 10, at a position different from the main thrust. The waterway 55 is formed in the part of the hull 11 forward of the PWC1's center of gravity G, and in the longitudinal direction, the auxiliary thrust and the main thrust are applied to the hull 10 at positions on opposite sides of the PWC1's center of gravity G.

[0053] The thruster motor 8 can rotate both forward and backward. Switching the rotation direction of the thruster motor 8 switches the rotation direction of the impeller 52 and the direction of the auxiliary water flow. For example, when the thruster motor 8 is rotating forward, a leftward auxiliary water flow is generated, as shown by arrow Y51. This leftward auxiliary water flow provides a rightward auxiliary thrust to the hull 10, as shown by arrow Y52. When the thruster motor 8 is rotating backward, a rightward auxiliary water flow is generated, as shown by arrow Y53 in Figure 9. This rightward auxiliary water flow provides a leftward auxiliary thrust to the hull 10, as shown by arrow Y54.

[0054] The thruster motor 8 is configured to allow its rotational speed to be changed. Changing the rotational speed of the thruster motor 8 changes the rotational speed of the impeller 52, which in turn changes the strength of the auxiliary water flow and the magnitude of the auxiliary thrust. Specifically, the higher the rotational speed of the thruster motor 8, the stronger the auxiliary water flow and the greater the magnitude of the auxiliary thrust.

[0055] (Swiveling movement) The auxiliary thrust is applied to the front of the hull 10. When a rightward auxiliary thrust (Y52) is applied to the hull 10, a clockwise yaw moment (Y55) is applied to the hull 10. Therefore, if no main thrust is applied to the hull 10 at this time, the hull 10 will rotate clockwise (in a plan view) without moving significantly in the longitudinal direction, as shown by the solid and dashed lines in Figure 9. Similarly, when a leftward auxiliary thrust (Y51) is applied to the hull 10, a counter-clockwise yaw moment (arrow Y56) is applied to the hull 10. Therefore, if no main thrust is applied to the hull 10 at this time, the hull 10 will rotate counter-clockwise (in a plan view) without moving significantly in the longitudinal direction, as shown by the solid and dashed lines in Figure 9. Hereafter, rotation without significant longitudinal movement of the hull 10, i.e., rotation while maintaining the position of the hull 10, will be referred to as rotational movement.

[0056] (Slide movement) By equipping the ship with the main propulsion system 2 and auxiliary propulsion system 7 configured as described above, the hull 10 can move in directions other than forward and aft while maintaining the direction of its bow. Specifically, the reason the direction of the bow changes when the hull 10 moves in response to the main propulsion force is that a yaw moment caused by the propulsion force acts on the aft end of the hull 10. Therefore, by making the direction and magnitude of the lateral components of the main propulsion force and the auxiliary propulsion force the same in the lateral direction, the yaw moment caused by the main propulsion force can be canceled out by the yaw moment caused by the auxiliary propulsion force, thereby maintaining the direction of the bow.

[0057] As described above, the hull 10 can move in almost all directions by the main thrust. Therefore, by setting the auxiliary thrust so that its relationship with the main thrust is as described above, the hull 10 can be moved in almost all directions while maintaining the direction of the bow. Moving the hull 10 straight forward while maintaining the direction of the bow is achieved by applying only forward main thrust to the hull 10. Specifically, in this case, it is achieved by stopping the thruster motor 8, i.e., the auxiliary thruster 7, while driving the engine 3 and the main thruster 2, setting the reverse bucket 6 to the forward position and the jet nozzle 34 to the basic position. Moving the hull 10 straight aft while maintaining the direction of the bow is achieved by applying only rearward main thrust to the hull 10. Specifically, in this case, it is achieved by stopping the thruster motor 8, i.e., the auxiliary thruster 7, while driving the engine 3 and the main thruster 2, setting the reverse bucket 6 to the reverse position and the jet nozzle 34 to the basic position. In the following, any movement of the hull 10 while maintaining the orientation of its bow will be referred to as sliding movement.

[0058] Figure 10 schematically illustrates the forces acting on the hull 10 during sliding movement. As an example of sliding movement, Figure 10 shows the state of the hull 10 when it slides diagonally forward to the right.

[0059] In the example shown in Figure 10, a jet of water Y11 is ejected diagonally to the left and rear. This imparts a main thrust F11 to the hull 10, directed diagonally to the right and forward. Furthermore, the rightward component F11A of this main thrust F11 imparts a counterclockwise yaw moment YM11 to the hull 10. In addition, in the example shown in Figure 10, an auxiliary water flow Y12 directed to the left is generated. This imparts a rightward auxiliary thrust F12 to the hull 10. Furthermore, a clockwise yaw moment YM12 is applied to the hull 10. In the example shown in Figure 10, the magnitudes of the thrusts F11 and F12, i.e., the strengths of the water flows Y11 and Y12, are set so that the two yaw moments YM11 and YM12 cancel each other out. From this point onward, with its yawing suppressed, the hull 10 receives the resultant force F13 of the two thrusters F11 and F12, and moves in the direction of the resultant force F13, i.e., diagonally forward to the right, as shown by arrow Y19.

[0060] (Control system) The control system of PWC1 will now be described. The hull 10 is equipped with a control device 100 that outputs control signals to various devices and controls them. The control device 100 is a device whose main components are a microcomputer including a processor (CPU) that performs calculations and memory such as ROM and RAM. The control device 100 corresponds to the "auxiliary operation authorization unit" in this disclosure.

[0061] Figure 11 is a functional block diagram showing the control system of PWC1. The control device 100 receives signals from the start switch 71, stop switch 72, cruise switch 73, slide movement switch 74, and rotation movement switch 75. The control device 100 receives a signal from the mode selector switch 81. The mode selector switch 81 inputs a signal corresponding to its rotation position to the control device 100. The control device 100 receives signals from the throttle lever 77 and the reverse lever 78. The throttle lever 77 inputs a signal corresponding to the amount the throttle lever 77 is squeezed to the control device 100. Specifically, the throttle lever 77 is equipped with a sensor that detects the amount it is squeezed, i.e., the amount of oscillation, and the control device 100 receives a signal from this sensor. The control device 100 receives a signal from the steering angle sensor 60S. The hull 10 is equipped with a speed sensor 94 that detects its cruising speed. The control device 100 receives a signal from the speed sensor 94. The control device 100 receives signals from the display 15. Although not shown in the diagram, the hull 10 is equipped with various detection devices, including an IMU (Inertial Measurement Unit) capable of detecting the ship's heading, in addition to the sensors described above. The control device 100 also receives signals from these detection devices.

[0062] The control device 100 outputs signals to the main propulsion system 2 and the auxiliary propulsion system 7 to control them. Specifically, the control device 100 outputs signals to the fuel injectors and spark plugs of the engine 3 to control them. The control device 100 outputs signals to the jet nozzles 34 and the reverse buckets 6 to control them. The control device 100 outputs signals to the thruster motors 8 to control them. The control device 100 controls the display content of the display 15. For example, as shown in Figure 3, the control device 100 outputs signals to the display 15 so that the cruising speed detected by the speed sensor 94, the heading identified by the IMU, the remaining fuel amount, etc., are displayed.

[0063] The control device 100 functionally includes a movement mode determination unit 102 and a main control unit 104.

[0064] PWC1 has two main movement modes for the hull 10: a jet mode and a sub-mode. The movement mode determination unit 102 is a module that controls the determination of the movement mode of the hull 10. The main control unit 104 is a module that controls the main propulsion unit 2 and the auxiliary propulsion unit 7 so that the determined movement mode is realized and the hull 10 moves in that mode.

[0065] (Jet mode) Jet mode is a mode in which only the main thrust is applied to the hull 10, and the hull 10 is moved solely by the main thrust. In jet mode, the main control unit 104 prohibits the driving of the thruster motor 8, i.e., the driving of the auxiliary propulsion device 7. Jet mode includes normal mode and auto cruise mode.

[0066] Normal mode is a mode in which the driver M manually moves the hull 10.

[0067] In normal mode, the main control unit 104 controls the bucket motor 49 to switch the position of the reverse bucket 6 based on the operation of the throttle lever 77 and the reverse lever 78. Specifically, the position of the reverse bucket 6 is set to the forward position when the throttle lever 77 is squeezed, to the reverse position when the reverse lever 78 is pressed, and to the neutral position at all other times.

[0068] In normal mode, the main control unit 104 controls the throttle valve of the engine 3 and other components based on the amount the throttle lever 77 is squeezed, thereby increasing or decreasing the output of the engine 3 and, consequently, the main thrust force.

[0069] In normal mode, the main control unit 104 controls the nozzle motor 39 to change the position of the jet nozzle 34 based on the operation of the bar handle 60. Specifically, the main control unit 104 changes the direction of oscillation of the jet nozzle 34 relative to its base position according to the steering direction of the bar handle 60. The main control unit 104 also changes the amount of oscillation of the jet nozzle 34 relative to its base position according to the steering angle of the bar handle 60. As described above, when only the main thrust is applied to the hull 10, the jet nozzle 34 functions as a device that changes the direction of travel of the hull 10. Thus, in normal mode, the direction of movement of the hull 10, i.e., the direction of propulsion of the hull 10 by the main thrust, is changed according to the steering direction and steering angle of the bar handle 60.

[0070] The auto cruise mode is a mode in which the hull 10 is moved forward automatically. The movement mode determination unit 102 switches the movement mode from jet mode to auto cruise mode when the cruise start button 73A of the cruise switch 73 is pressed while the hull 10 is moving forward in jet mode.

[0071] In auto-cruise mode, the main control unit 104 adjusts the output of the engine 3 so that the cruising speed of the hull 10 is maintained at a target speed set by the driver M. The target speed is set based on the cruising speed at the start of auto-cruise mode and the amount of operation on the acceleration button 73B or deceleration button 73C of the cruise switch 73.

[0072] (Sub-mode) The sub-mode is a mode in which the hull 10 is moved primarily by auxiliary propulsion. The sub-mode includes a sliding movement mode and a rotational movement mode. As will be described later, in the sub-mode, propulsion is applied to the hull 10 in response to the operator M's operation of the sliding movement switch 74 or the rotational movement switch 75. Here, in the sub-mode, the maximum value of the propulsion applied to the hull 10 is kept lower than in the normal mode. That is, in the sub-mode when the sliding movement switch 74 or the rotational movement switch 75 is operated, the propulsion devices 2,7 generate propulsion within a more restricted range than the range of propulsion achieved in the normal mode when the throttle lever 77 is operated.

[0073] The sliding movement mode is the mode in which the hull 10 is moved by sliding as described above, that is, the mode in which the hull 10 is moved while maintaining the orientation of its bow.

[0074] The eight directions indicated by arrows Y1 to Y8 in Figure 2 are set as the possible directions of movement for the hull 10 in the sliding movement mode. Specifically, the direction indicated by arrow Y1 is the forward direction, i.e., along the front-to-back direction. The direction indicated by arrow Y2 is the backward direction, i.e., along the front-to-back direction. The direction indicated by arrow Y3 is the rightward direction, i.e., along the left-to-right direction. The direction indicated by arrow Y4 is the leftward direction, i.e., along the left-to-right direction. The direction indicated by arrow Y5 is the forward direction, diagonally to the right and along a line that is tilted 45 degrees counterclockwise with respect to the left-to-right direction when viewed from above. The direction indicated by arrow Y6 is the forward direction, diagonally to the left and along a line that is tilted 45 degrees clockwise with respect to the left-to-right direction when viewed from above. The direction indicated by arrow Y7 is the backward direction, diagonally to the right and along a line that is tilted 45 degrees clockwise with respect to the left-to-right direction when viewed from above. The direction indicated by arrow Y8 is diagonally to the left and rear, and is a rearward direction along a line that is tilted 45 degrees counterclockwise when viewed from above with respect to the left-right direction. Of the eight directions mentioned above, movement in directions other than straight forward corresponding to arrow Y1 and straight backward corresponding to arrow Y2, that is, movement in directions other than the direction connecting the bow and stern, corresponds to the "assisted movement" in this disclosure.

[0075] In slide movement mode, the main control unit 104 performs slide movement control, controlling the main propulsion unit 2 and the auxiliary propulsion unit 7 so that the hull 10 slides in one of the eight directions corresponding to arrows Y1 to Y8, as set by the driver M. Details of the slide movement control will be described later.

[0076] The rotational movement mode is a mode in which the hull 10 rotates, that is, a mode in which the hull 10 turns while maintaining its position. Both clockwise and counterclockwise rotation are set as possible directions of rotation for the hull 10 in the rotational movement mode. In the rotational movement mode, the main control unit 104 performs rotational movement control, controlling the main propulsion unit 2 and the auxiliary propulsion unit 7 so that the hull 10 rotates in the direction set by the operator M. Details of the rotational movement control will be described later.

[0077] (Procedure for determining the mode of movement) The control related to determining the movement mode will be explained using the flowchart in Figure 12. Step S11 in Figure 12 starts when each electrical device of PWC1 is powered and ready to operate.

[0078] First, the movement mode determination unit 102 determines whether the cruising speed of the hull 10 is less than or equal to a predetermined auxiliary propulsion permit speed (step S11). The auxiliary propulsion permit speed is set in advance and stored in the control device 100. For example, the auxiliary propulsion permit speed is set to a speed slightly greater than 0 mph (miles per hour). In the determination in step S11, the cruising speed detected by the speed sensor 94 is used.

[0079] Next, the movement mode determination unit 102 determines whether the rotation position of the mode selector switch 81 is the sub-mode position (step S12). When the rotation position of the mode selector switch 81 is such that point P1 set on its surface coincides with point P2 set on the surface of the front panel 12A, as shown in Figure 4, the movement mode determination unit 102 determines that the rotation position of the mode selector switch 81 is the sub-mode position.

[0080] If the determination in step S12 is YES and the rotation position of the mode selector switch 81 is the sub-mode position, the main control unit 104 causes the display 15 to display a message to inform the driver M that the auxiliary propulsion permission conditions have been met (step S13). The auxiliary propulsion permission conditions are that both the determination in step S11 and the determination in step S12 are YES, that is, the cruising speed of the hull 10 is less than or equal to the auxiliary propulsion permission speed, and the rotation position of the mode selector switch 81 is the sub-mode position. As will be described later, when the auxiliary propulsion permission conditions are met, it becomes possible to switch the movement mode to the rotation movement mode or the slide movement mode. In this case, for example, the main control unit 104 displays the words "Auto-rotation or Slide modes available" on the display 15 as shown in Figure 3.

[0081] Next, the main control unit 104 determines whether the rotation movement switch 75 is ON or OFF (step S14). Specifically, the main control unit 104 determines that the rotation movement switch 75 is ON if it is pressed. In the following, the operating state of the rotation movement switch 75 will be described as ON when it is pressed and OFF when it is not pressed.

[0082] If the determination in step S14 is YES and the rotational movement switch 75 is ON, the main control unit 104 switches the movement mode of the hull 10 to the rotational movement mode (step S50). Details of step S50 will be described later. After step S50, the control device 100 returns to step S11.

[0083] On the other hand, if the determination in step S14 is NO and the rotational movement switch is OFF, the movement mode determination unit 102 determines whether the slide movement switch 74 is ON or OFF (step S15). In this embodiment, if one or two of the four buttons 74A to 74D of the slide movement switch 74 are pressed, the slide movement switch 74 is determined to be ON. Hereafter, regarding the operating state of the slide movement switch 74, if one or two buttons are pressed, it will be referred to as ON, and in all other cases as OFF. Furthermore, regarding the operating state of each button 74A to 74D of the slide movement switch 74, if that button is pressed, it will be referred to as ON, and in all other cases as OFF.

[0084] If the determination in step S15 is YES and the slide movement switch 74 is ON, the main control unit 104 switches the movement mode of the hull 10 to slide movement mode (step S60). Details of step S60 will be described later. After step S60, the control device 100 returns to step S11.

[0085] On the other hand, if the determination in step S15 is NO and the slide movement switch 74 is OFF, the control device 100 terminates the process (returns to step S11).

[0086] Furthermore, if the determination in step S11 is NO and the cruising speed is greater than the auxiliary propulsion permission speed, or if the determination in step S12 is NO and the rotation position of the mode switching switch 81 is not the sub-mode position, that is, if the auxiliary propulsion permission condition is not met, the main control unit 104 cancels the display on the display 15 that would otherwise notify the driver M that the auxiliary propulsion permission condition has been met (step S16). For example, it stops the display of the text "Auto-rotation or Slide modes available" as shown in Figure 3. The main control unit 104 also switches the movement mode of the hull 10 to jet mode and performs the control for when the movement mode is jet mode (step S17). Jet mode is a mode in which the hull 10 is moved using only the main thrust. As a result, in step S17, the thruster motor 8 is stopped. If control corresponding to jet mode has already been performed and the thruster motor 8 has been stopped, these actions are continued. After step S17, the control device 100 returns to step S11.

[0087] Thus, steps S14 and beyond are performed only when the conditions for granting permission for auxiliary propulsion are met. That is, when the conditions for granting permission for auxiliary propulsion are met, the movement mode determination unit 102 enables the pressing operation on the rotational movement switch 75 and switches the movement mode to the rotational movement mode, or enables the pressing operation on the slide movement switch 74 and switches the movement mode to the slide movement mode. On the other hand, when the conditions for granting permission for auxiliary propulsion are not met, the movement mode determination unit 102 disables the pressing operations on the rotational movement switch 75 and the slide movement switch 74, and prohibits switching the movement mode to the rotational movement mode or the slide movement mode.

[0088] (Control of rotational movement) The details of the control performed in step S51, which includes rotational movement control, will be explained using the flowchart in Figure 13. In steps S52, S54, and S56 described below, the steering angle of the handlebar 60 is the steering angle detected by the steering angle sensor 60S.

[0089] In the rotational movement mode, the main control unit 104 first determines whether the steering angle of the handlebars 60 is greater than a predetermined determination angle (step S51). The determination angle is set in advance and stored in the control device 100. For example, the determination angle is set to 0 degrees. In this determination, it is determined whether the rotation angle of the handlebars 60 relative to the basic position is greater than the determination angle, regardless of the steering direction of the handlebars 60.

[0090] If the determination in step S51 is NO and the steering angle of the handlebar 60 is less than or equal to the determination angle, the control device 100 does not perform steps S52 to S57 and returns to step S11 as shown in Figure 13.

[0091] On the other hand, if the determination in step S51 is YES and the steering angle of the bar handle 60 is greater than the determination angle, the main control unit 104 stops supplying the main thrust to the hull 10 (step S52). Specifically, if the engine 3 is stopped, the main control unit 104 continues to maintain the main thrust at zero. On the other hand, if the engine 3 is running, the main control unit 104 puts the engine 3 into idle operation. In other words, it sets the output of the engine 3 to the minimum output that allows the engine 3 to operate autonomously. The main control unit 104 also controls the nozzle motor 39 so that the nozzle position is in the basic position, and controls the bucket motor 49 so that the bucket position is in the neutral position. If each part is already controlled as described above, that control is maintained. As a result of these controls, the main thrust supplied to the hull 10 becomes zero.

[0092] Next, the main control unit 104 determines the rotation direction of the thruster motor 8 based on the steering direction of the bar handle 60 (step S53). Specifically, if the bar handle 60 is rotated to the right from the neutral position, the rotation direction of the thruster motor 8 is determined to be in the direction in which the auxiliary water flow is directed to the left and the hull 10 rotates clockwise. On the other hand, if the bar handle 60 is rotated to the left from the neutral position, the rotation direction of the thruster motor 8 is determined to be in the direction in which the auxiliary water flow is directed to the right and the hull 10 rotates counterclockwise.

[0093] Next, the main control unit 104 determines the rotational speed of the thruster motor 8 based on the steering angle of the handlebar 60 (step S54). Specifically, the main control unit 104 determines the rotational speed of the thruster motor 8 such that the larger the steering angle of the handlebar 60, the higher the rotational speed of the thruster motor 8.

[0094] Next, the main control unit 104 drives the thruster motor 8 (step S55). When the thruster motor 8 is driven, auxiliary thrust is applied to the hull 10. At this time, the main control unit 104 drives the thruster motor 8 so that its direction of rotation is the direction determined in step S53. As a result, the hull 10 rotates in the same direction as the steering direction of the bar handle 60. The main control unit 104 also drives the thruster motor 8 so that its rotational speed is the rotational speed determined in step S54. As a result, the larger the steering angle of the bar handle 60, the greater the turning speed of the hull 10, that is, the angular velocity of the hull 10.

[0095] Next, the main control unit 104 determines whether the turning stop condition is met, which is that the rotation movement switch 75 is OFF or the steering angle is less than or equal to the determination angle (step S56). If the determination in step S56 is NO and the turning stop condition is not met, the main control unit 104 returns to step S52 and repeats steps S52 to S56.

[0096] On the other hand, if the determination in step S56 is YES and the turning stop condition is met, the main control unit 104 stops the thruster motor 8 (step S57). With the stopping of the thruster motor 8, the supply of auxiliary thrust to the hull 10 stops and the rotational movement of the hull 10 ends. After step S57, the control device 100 returns to step S11 shown in Figure 13.

[0097] Thus, under the conditions for granting auxiliary propulsion, if the steering angle of the bar handle 60 is greater than the judgment angle while the rotation movement switch 75 is ON, the rotation movement of the hull 10 will begin. Furthermore, once the rotation movement of the hull 10 has begun, regardless of whether the conditions for granting auxiliary propulsion are met or not, the rotation movement of the hull 10 will continue until the rotation movement switch 75 is switched from ON to OFF, or until the bar handle 60 is returned to near the neutral position.

[0098] Here, the control in steps S52 to S56 is rotational movement control, which controls the main propulsion unit 2 and the auxiliary propulsion unit 7 so that the hull 10 rotates in the direction set by the operator M. As described above, rotational movement control is performed at least when the rotational movement switch 75 is ON, and not when the rotational movement switch 75 is OFF. Also, rotational movement control ends when the rotational movement switch 75 switches from ON to OFF. In this way, the rotational movement switch 75 operates as a switch that accepts operations related to rotational movement control. Specifically, the rotational movement switch 75 has the function of starting and stopping rotational movement control. Furthermore, in terms of the generation and stopping of auxiliary thrust, in rotational movement mode, the thruster motor 8 is driven to generate auxiliary thrust when the rotational movement switch 75 is ON, and when the rotational movement switch 75 is OFF, the thruster motor 8 is stopped and the application of auxiliary thrust to the hull 10 stops. Thus, the rotational movement switch 75 has the function of generating and stopping auxiliary propulsion.

[0099] (Slide movement control) The details of the control performed in step S60, which includes slide movement control, will be explained using the flowchart in Figure 14.

[0100] In slide movement mode, the main control unit 104 first drives the engine 3 (step S61). However, in step S61, the main control unit 104 stops supplying the main thrust to the hull 10. Specifically, the main control unit 104 controls the throttle, etc., so that the engine 3 is running at idle. The main control unit 104 also controls the nozzle motor 39 so that the nozzle position is at the basic position. The main control unit 104 also controls the bucket motor 49 so that the bucket position is at the neutral position. As a result of these controls, the main thrust supplied to the hull 10 becomes zero. Note that in step S61, if the engine 3 is already running and the throttle, etc., are already controlled as described above, this control continues.

[0101] Next, the main control unit 104 determines the direction of the slide movement of the hull 10, which is the slide direction, based on the type of slide movement switch 74 that is turned ON, i.e., the button that is being pressed (step S62).

[0102] When only one button is ON, the main control unit 104 determines the sliding direction of the hull 10 as follows: forward (arrow Y1 in Figure 2) when the up button 74A is ON, backward (arrow Y2 in Figure 2) when the down button 74B is ON, to the right (arrow Y3 in Figure 2) when the right button 74C is ON, and to the left (arrow Y4 in Figure 2) when the left button 74D is ON. Furthermore, when two buttons are ON, the main control unit 104 determines the sliding direction of the hull 10 as follows: diagonally forward to the right (arrow Y5 in Figure 2) when the up button 74A and the right button 74C are ON, diagonally forward to the left (arrow Y6 in Figure 2) when the up button 74A and the left button 74D are ON, diagonally backward to the right (arrow Y7 in Figure 2) when the down button 74B and the right button 74C are ON, and diagonally backward to the left (arrow Y8 in Figure 2) when the down button 74B and the left button 74D are ON.

[0103] Next, the main control unit 104 controls the thruster motor 8 so that the hull 10 slides in the sliding direction determined in step S62, and also adjusts the output of the engine 3, the nozzle position, and the bucket position (step S63).

[0104] For example, if the sliding direction is straight forward or straight backward (if the determination in step S631 is YES), in step S632, the main control unit 104 stops the thruster motor 8. The main control unit 104 also sets the nozzle position to the basic position. When the sliding direction is forward, the main control unit 104 sets the bucket position to the forward position. On the other hand, when the sliding direction is backward, the main control unit 104 sets the bucket position to the reverse position. The main control unit 104 also increases the output of the engine 3 to a level higher than the output during idle operation. In this embodiment, the main control unit 104 controls each part of the engine 3 so that the output of the engine 3 becomes a predetermined output. This predetermined output is set in advance to a level that results in a predetermined cruising speed of the hull 10 being relatively low.

[0105] On the other hand, if the sliding direction includes an oblique component (if the determination in step S631 is NO), in step S633, the main control unit 104 drives the thruster motor 8. The main control unit 104 also increases the output of the engine 3 to a level greater than that during idle operation. Furthermore, the main control unit 104 controls the rotation direction of the thruster motor 8, the rotation speed of the thruster motor 8, the output of the engine 3, the nozzle position, and the bucket position to the extent and position of the sliding movement of the hull 10 in the sliding direction determined in step S62. In this embodiment, the rotation direction of the thruster motor 8, the rotation speed of the thruster motor 8, the output of the engine 3, the nozzle position, and the bucket position are preset and stored in the main control unit 104 according to the sliding direction, and these values ​​and positions are realized.

[0106] Following step S63, the main control unit 104 determines whether buttons 74A to 74D of the slide movement switch 74 have switched from ON to OFF (step S64). This determination is YES if at least one button has switched from ON to OFF. In other words, it determines whether at least one of the buttons that was ON has switched to OFF.

[0107] If the result of step S64 is NO and none of the buttons 74A to 74D have been switched from ON to OFF, the main control unit 104 returns to step S63 and repeats steps S63 and S64.

[0108] On the other hand, if the determination in step S64 is YES and any of the buttons 74A to 74D are switched from ON to OFF, in step S65, the main control unit 104 stops the thruster motor 8. The main control unit 104 also stops supplying the main thrust force to the hull 10 and terminates the slide movement control. In other words, the main control unit 104 controls the main propulsion device 2 in the same way as in step S61. After step S65, the control device 100 returns to step S11 in Figure 13.

[0109] Thus, when the auxiliary propulsion permission conditions are met and the rotation movement switch 75 is OFF, the sliding movement of the hull 10 begins when the rotation movement switch 75 is turned ON. Furthermore, once the sliding movement of the hull 10 begins, regardless of whether the auxiliary propulsion permission conditions are met or not, the sliding movement of the hull 10 continues until at least one button on the rotation movement switch 75 is switched from ON to OFF.

[0110] Here, the control in steps S62 to S63 is slide movement control, which controls the main propulsion unit 2 and the auxiliary propulsion unit 7 so that the hull 10 slides in the direction set by the driver M. As described above, slide movement control is performed when at least the slide movement switch 74 is ON, and not when the slide movement switch 74 is OFF. Also, slide movement control ends when at least one button of the slide movement switch 74 switches from ON to OFF. Furthermore, the direction of slide movement of the hull 10 is determined by the type of button that is ON on the slide movement switch 74. Thus, the slide movement switch 74 operates as a switch that accepts operations related to slide movement control. Specifically, the slide movement switch 74 has the function of starting and stopping rotational movement control. The slide movement switch 74 also has the function of determining the direction of slide movement of the hull 10. Furthermore, from the perspective of generating and stopping auxiliary thrust, in slide movement mode, the drive of the thruster motor 8 and the generation of auxiliary thrust, as well as the stopping of the thruster motor 8 and the cessation of the application of auxiliary thrust to the hull 10, are switched depending on the type of button that is ON on the slide movement switch 74. Thus, the slide movement switch 74 has the function of generating and stopping auxiliary thrust.

[0111] [Effects and Effects] As described above, in the PWC1 according to the embodiment described above, the hull 10 is equipped with a main propulsion device 2 that provides main propulsion to the rear end of the hull 10 and an auxiliary propulsion device 7 that provides auxiliary propulsion to the front of the hull 10. Therefore, by combining the propulsion forces generated by these propulsion devices 2 and 7, the hull 10 can be provided with propulsion forces of various directions and magnitudes. Consequently, the degree of freedom of movement of the hull 10 is increased.

[0112] Specifically, in the PWC1 according to the above embodiment, in normal mode, only the main thrust is applied to the hull 10, enabling movement of the hull 10 in the longitudinal direction and orbital turning, where the hull 10 turns while moving in the longitudinal direction. In slide mode, both the main thrust and auxiliary thrust are applied to the hull 10, allowing the hull 10 to move in a direction different from the longitudinal direction while maintaining the orientation of its bow. In rotation mode, only the auxiliary thrust is applied to the hull 10, allowing the hull 10 to turn while maintaining its position.

[0113] In the PWC1 according to the above embodiment, in normal mode, the direction of movement of the hull 10 is changed according to the steering direction and steering angle of the bar handle 60. In rotational movement mode, the turning direction, i.e., the direction of movement of the hull 10 is changed according to the steering direction of the bar handle 60. In slide movement mode, the sliding movement direction of the hull 10 is changed according to the type of button among the buttons 74A to 74D included in the slide movement switch 74 that is being pressed. This slide movement switch 74 is provided in the left switch arrangement section 65L adjacent to the left grip 64L of the bar handle 60.

[0114] Therefore, in normal mode, slide mode, and rotation mode, the operator M can change the direction of movement of the hull 10 while holding each grip 64 of the bar handle 60. This ensures high operability. Furthermore, this configuration allows the operator M to maintain a stable driving posture with each grip 64 of the bar handle 60 in normal mode, slide mode, and rotation mode.

[0115] Furthermore, in rotational movement mode, the turning speed of the hull 10 is changed according to the steering angle of the bar handle 60. Therefore, in rotational movement mode, the operator M can change the turning speed while holding each grip 64 of the bar handle 60. This provides high operability. Also, with this configuration, even when changing the turning speed of the hull 10, the operator M can maintain a stable driving posture while holding each grip 64 of the bar handle 60. Moreover, with this configuration, there is no need to provide other controls for changing the turning speed of the hull 10. Therefore, the number of parts can be reduced. In addition, the turning speed of the hull 10 increases as the steering angle of the bar handle 60 increases, allowing the operator M to intuitively control the turning angle of the hull 10.

[0116] In the PWC1 according to the above embodiment, the sliding movement of the hull 10 begins when one or two buttons of the slide movement switch 74 provided in the left switch arrangement section 65L are pressed, and the sliding movement of the hull 10 stops when the buttons are switched from ON to OFF. In the rotation movement mode, the rotation movement of the hull 10 begins when the rotation movement switch 75 is pressed, and the rotation movement of the hull 10 stops when the rotation movement switch 75 is turned OFF. These slide movement switches 74 and rotation movement switches 75 are located in the left switch arrangement section 65L.

[0117] Therefore, the operator M can start and stop the sliding movement of the hull 10, as well as start and stop the rotational movement of the hull 10, while holding each grip 64 of the bar handle 60. This provides high operability. In addition, the operator M can hold the grips 64 when the sliding or rotational movement of the hull 10 is started or stopped, and when the hull 10 is accelerating or decelerating. Thus, the operator M can be prevented from losing balance due to the law of inertia when the hull 10 is accelerating or decelerating.

[0118] In the PWC1 according to the above embodiment, the slide movement switch 74 and the rotation movement switch 75 are composed of different switches. Therefore, it is possible to prevent the driver M from accidentally switching the movement mode from the slide movement mode or the rotation movement mode to the other, thereby performing unintended operations on the main propulsion device 2 and the auxiliary propulsion device 7.

[0119] In the PWC1 according to the above embodiment, the slide movement switch 74 and the rotation movement switch 75 are located on opposite sides of the throttle lever 77, with the center of the handlebar 60 in the left-right direction. Therefore, it is possible to prevent the driver M from accidentally operating one of the switches 74, 75 and the throttle lever 77 while operating the other.

[0120] In the PWC1 according to the above embodiment, the switching of the movement mode in response to operation on the slide movement switch 74 or the rotation movement switch 75 becomes effective only when the auxiliary propulsion permission condition is met. Therefore, if the driver M makes an unintended operation on the slide movement switch 74 or the rotation movement switch 75, such as by unexpectedly touching them, the movement mode will not switch. In other words, it is possible to prevent the movement mode from switching unintentionally by the driver M.

[0121] In particular, in the PWC1 according to the above embodiment, the auxiliary propulsion permission conditions include the condition that the cruising speed is less than or equal to the auxiliary propulsion permission speed. Therefore, it is possible to prevent the movement mode from being switched while the hull 10 is at a high cruising speed, thereby preventing an unexpected increase or decrease in the main propulsion force and auxiliary propulsion force applied to the hull 10.

[0122] Furthermore, in the PWC1 according to the above embodiment, the auxiliary propulsion permission condition includes the condition that the rotation position of the mode selector switch 81 is the sub-mode position. In other words, the movement mode is switched only when at least two switches, the rotation movement switch 75 or the slide movement switch 74 and the mode selector switch 81, are operated. Therefore, it is possible to more reliably prevent unintended switching of the movement mode by the driver M.

[0123] Furthermore, in the PWC1 according to the above embodiment, the mode selector switch 81 is positioned further away from the left grip 64L than the slide movement switch 74 and the rotation movement switch 75 provided in the left switch arrangement section 65L. Therefore, it is difficult for the driver M to operate both the slide movement switch 74 or the rotation movement switch 75 and the mode selector switch 81 simultaneously. This prevents accidental operation of both the slide movement switch 74 or the rotation movement switch 75 and the mode selector switch 81, which could result in an unintended change in the movement mode for the driver M.

[0124] In the PWC1 according to the above embodiment, when the conditions for granting permission for auxiliary propulsion are met, a display is shown on the display 15 to inform the driver M of this fact. Therefore, the driver M can easily recognize whether the conditions for granting permission for auxiliary propulsion have been met and whether it is possible to switch the movement mode.

[0125] [Differentiation] In the PWC1 according to the above embodiment, the control device 100 proceeds to step S15 if the determination in step S14 is NO and the rotation movement switch 75 is OFF, and determines whether the slide movement switch 74 is ON or not. That is, the case in which, when both the slide movement switch 74 and the rotation movement switch 75 are ON, the case in which the rotation movement switch 75 is ON takes precedence was described. Alternatively, when both switches 74 and 75 are ON, the case in which the slide movement switch 74 is ON takes precedence. That is, in the flowchart of Figure 12, steps S14 and S15 may be swapped, and steps S50 and S60 may be swapped.

[0126] In the PWC1 according to the above embodiment, the case in which the slide movement switch 74 and the rotation movement switch 75 are arranged in the left switch arrangement section 65L has been described. Alternatively, the slide movement switch 74 and the rotation movement switch 75 may be arranged in the right switch arrangement section 65R. In this case, the right grip 64R ​​corresponds to "one grip" in this disclosure. Furthermore, only one of the slide movement switch 74 and the rotation movement switch 75 may be arranged in either the left switch arrangement section 65L or the right switch arrangement section 65R.

[0127] In the PWC1 according to the above embodiment, the case in which a slide movement switch 74 and a rotation movement switch 75 are individually provided in the left switch arrangement section 65L was described. Alternatively, a single switch that combines the functions of both the slide movement switch 74 and the rotation movement switch 75 may be provided in the left switch arrangement section 65L.

[0128] In the above embodiment, the case in which the slide movement switch 74 is a push switch that is pressed was described. Alternatively, the slide movement switch 74 may be configured as a switch that accepts operations other than pressing, such as sliding or rotating. Similarly, the rotation movement switch 75 is not limited to a push switch and may be configured as a switch that accepts operations other than pressing, such as sliding or rotating. For example, the slide movement switch 74 may be configured as a stick-type switch or a small touch panel. Similarly, the rotation movement switch 75 may be configured as a stick-type switch or a small touch panel.

[0129] The controls for increasing or decreasing the output and main thrust of engine 3 are not limited to levers operated by gripping, such as the throttle lever described above. For example, these controls may be a rotating grip or a switch operated by rotation or pressure.

[0130] In the PWC1 according to the above embodiment, the switches provided in the left switch arrangement section 65L for operating the main propulsion unit 2 and the auxiliary propulsion unit 7 are described as switches for realizing the sliding movement or rotational movement of the hull 10. Instead of these switches, or in addition to these switches, switches for operating the auxiliary propulsion unit 7 to realize other movements of the hull 10 may be provided in the left switch arrangement section 65L or the right switch arrangement section 65R.

[0131] In the PWC1 according to the above embodiment, the turning speed of the hull 10 was described in accordance with the steering angle of the bar handle 60 during rotational movement. Alternatively, the turning speed of the hull 10 may be kept constant during rotational movement. The turning speed of the hull 10 may also be changed in accordance with the steering speed, i.e., rotational speed, of the bar handle 60. Furthermore, the turning speed of the hull 10 may also be changed in accordance with operations on other controls, such as the throttle lever 77.

[0132] Furthermore, in slide movement mode, the movement state of the hull 10 may be changed in accordance with the rotational change of the bar handle 60. For example, the movement speed of the sliding hull 10 may be changed in accordance with the steering angle and steering speed of the bar handle 60. Also, the direction of movement of the hull 10 may be changed in accordance with the operation of the switch provided in the left switch arrangement section 65L and the steering state of the bar handle 60. Furthermore, even in slide movement mode, the movement speed of the hull 10 may be changed in accordance with the operation of other controls such as the throttle lever 77.

[0133] In the PWC1 according to the above embodiment, the driver M is notified that the conditions for granting permission for auxiliary propulsion have been met by displaying a predetermined information on the display 15. However, the specific method of this notification is not limited to this. For example, the notification may be made by lighting a predetermined lamp or by generating a sound.

[0134] In the PWC1 according to the above embodiment, a case was described in which both the start and stop of the rotational movement control are switched in response to an operation on the rotational movement switch 75. Alternatively, only one of the two, the start or stop of the rotational movement control, may be performed in response to an operation on the rotational movement switch 75. Specifically, the rotational movement control may be started in response to an operation on the rotational movement switch 75, while the rotational movement control may be stopped in response to an operation on another switch or the operating state of the hull 10. Furthermore, the rotational movement control that has been started in response to an operation on another switch or the operating state of the hull 10 may be stopped in response to an operation on the rotational movement switch 75.

[0135] In the PWC1 according to the above embodiment, the case in which both the start and stop of slide movement control are switched in response to the operation of the slide movement switch 74 has been described. Alternatively, only one of the two, the start or stop of slide movement control, may be performed in response to the operation of the slide movement switch 74. Specifically, slide control may be started in response to the operation of the slide movement switch 74, while slide movement control may be stopped in response to the operation of other switches or the operating state of the hull 10. Furthermore, slide movement control that has been started in response to the operation of other switches or the operating state of the hull 10 may be stopped in response to the operation of the slide movement switch 74.

[0136] In the PWC1 according to the above embodiment, the main propulsion system 2 is equipped with a jet pump 5 and provides main propulsion to the hull 10 by injecting a jet of water. However, the specific configuration in which the main propulsion system provides main propulsion to the hull 10 is not limited to this. Furthermore, the drive source of the main propulsion system is not limited to the engine 3.

[0137] In the PWC1 according to the above embodiment, the auxiliary propulsion device 7 is equipped with an impeller 52, and the rotation of the impeller 52 provides auxiliary propulsion to the hull 10. However, the specific configuration in which the auxiliary propulsion device provides auxiliary propulsion to the hull 10 is not limited to this. Furthermore, the drive source of the auxiliary propulsion device is not limited to the thruster motor 8.

[0138] In the PWC1 according to the above embodiment, the case in which the main thrust is applied to the rear end of the hull 10 and the auxiliary thrust is applied to the front of the hull 10 was described, but the locations to which each thrust is applied are not limited to these.

[0139] In the PWC1 according to the above embodiment, a case was described in which a main propulsion device 2 and an auxiliary propulsion device 7 that provides thrust to the hull 10 at a different location are mounted on the hull 10. Alternatively, the hull 10 may be equipped with only one propulsion device, and the hull 10 may be configured to achieve orbital rotation, sliding movement, and rotational movement by changing the magnitude, direction, etc., of the thrust force that the propulsion device provides to the hull 10. Furthermore, the hull 10 may be equipped with only one propulsion device, and a switch related to a mode that generates thrust in the propulsion device within a suppression range that is suppressed more than the range of thrust force achieved by operating the throttle lever 77 may be placed at the location where the sliding movement switch 74 or rotational movement switch 75 is installed.

[0140] The functions of the elements of the control device 100 disclosed herein, including the movement mode determination unit 102 and the main control unit 104, may be implemented using one or more circuits or processing circuits, including general-purpose processors, special-purpose processors, integrated circuits, ASICs (Application Specific Integrated Circuits), FPGAs (Field Programmable Gate Arrays), conventional circuits, and / or combinations thereof, which are programmed using one or more programs stored in one or more memories, or otherwise configured to perform the disclosed functions. A processor is considered a processing circuit or circuit because it includes transistors and other circuits. A processor may be a programmed processor that executes programs stored in memory. In this disclosure, a circuit, unit, or means is hardware that performs the enumerated functions individually or in combination with each other, or hardware programmed to perform the enumerated functions individually or in combination with each other. Hardware may be any hardware disclosed herein that is programmed or configured to perform the enumerated functions.

[0141] Computer programs, including computer instructions, are stored in memory. These computer instructions provide logic and routines that enable hardware (e.g., processing circuits or circuits) to perform the methods disclosed herein. These computer programs may be implemented in known formats on computer-readable storage media, computer program products, memory devices, storage media such as CD-ROMs or DVDs, and / or in the memory of FPGAs or ASICs.

[0142] [summary] The embodiments and their modifications include the following disclosures.

[0143] A planing boat according to one aspect of the present disclosure includes a hull, a main propulsion device that provides the hull with a main propulsion force to propel the hull, an auxiliary propulsion device that provides the hull with an auxiliary propulsion force at a position different from the main propulsion device to propel the hull, and a bar handle that is rotatably supported on the hull and changes the direction of propulsion of the hull by the main propulsion force according to the amount of rotation, wherein the bar handle includes a pair of left and right grips that can be grasped by an operator, and an operator placement section provided adjacent to one of the grips, the operator placement section is provided with an auxiliary operator for operating the auxiliary propulsion device.

[0144] In the planing boat described herein, propulsion can be applied to different locations on the hull by the main propulsion system and the auxiliary propulsion system. Therefore, the degree of freedom of movement of the hull can be increased.

[0145] Furthermore, in the planing boat according to this disclosure, an auxiliary control for operating the auxiliary propulsion system is provided in the control section adjacent to the grip of the bar handle used to change the direction of propulsion of the hull by the main propulsion force. Therefore, the operator can change the direction of propulsion of the hull by the main propulsion force and operate the auxiliary propulsion system while maintaining a posture of gripping the handle. Thus, high operability can be achieved while increasing the degree of freedom of movement of the hull. In addition, even when operating the auxiliary propulsion system, the operator can maintain a stable posture of gripping the handle.

[0146] Preferably, the bar handle includes a main thrust control that changes the magnitude of the main thrust, and the auxiliary control is provided on the side opposite to the main thrust control, with the center of the bar handle in the left-right direction.

[0147] In this configuration, the main thrust control that changes the magnitude of the main thrust and the auxiliary control are different, thus preventing accidental operation between these two controls. In particular, by positioning these controls on opposite sides of the center of the handlebar, accidental operation of these controls can be prevented more reliably.

[0148] Preferably, the system further includes a control device for controlling the auxiliary propulsion device, the control device performing at least one of generating and stopping the auxiliary propulsion force in response to an operation on the auxiliary operator.

[0149] In this configuration, the operator can generate or deactivate the auxiliary thrust while holding the grip. This improves operability and prevents the operator's posture from becoming unstable due to the law of inertia when the ship's acceleration changes due to the generation or deactivation of the auxiliary thrust.

[0150] Preferably, the control device further includes a control device that performs at least one of the following: slide movement control, which controls the main propulsion system and the auxiliary propulsion system so that the hull moves while maintaining the orientation of its bow; and rotation movement control, which controls the main propulsion system and the auxiliary propulsion system so that the hull turns while maintaining its position, wherein the auxiliary operator receives operations relating to one or both of the slide movement control and the rotation movement control performed by the control device.

[0151] In this embodiment, at least one of two movement patterns can be realized: one in which the hull moves while maintaining the direction of its bow, and another in which the hull rotates while maintaining its position. Therefore, the degree of freedom of movement of the hull can be increased. Moreover, the operator can realize this movement pattern while maintaining a gripping posture, thereby improving operability and maintaining a stable posture for the operator.

[0152] Preferably, the control device performs at least one of starting and stopping at least one of the slide movement control and the rotation movement control in response to an operation on the auxiliary operator.

[0153] According to this embodiment, the operator can start moving, stop moving, start turning, or stop turning while maintaining a gripping posture and the direction of the bow of the vessel. This improves operability and prevents the operator's posture from becoming unstable due to the law of inertia when the acceleration of the vessel changes in conjunction with the start or stop of the aforementioned movement or turning.

[0154] Preferably, the control device controls the main propulsion system and the auxiliary propulsion system such that the movement state of the hull changes based on the rotational change of the bar handle when at least one of the slide movement control and the rotation movement control is being performed.

[0155] According to this embodiment, the movement state of the hull can be changed by utilizing the rotation of the bar handle when at least one of the sliding movement control and rotational movement control is being performed. Therefore, there is no need to provide a separate operating mechanism for changing the movement state of the hull when these controls are being performed. As a result, the number of parts can be kept to a minimum.

[0156] Preferably, the control device performs the rotational movement control and, while performing the rotational movement control, changes at least one of the turning direction of the hull and the angular velocity of the hull based on the rotational change of the bar handle.

[0157] According to this embodiment, it is not necessary to separately provide at least one of the operating mechanisms for changing the turning direction of the hull and the operating mechanism for changing the angular velocity of the hull.

[0158] Preferably, the control device performs both the slide movement control and the rotation movement control, and the auxiliary operator includes a first auxiliary operator that receives operations related to the slide movement control and a second auxiliary operator that receives operations related to the rotation movement control.

[0159] According to this embodiment, it is possible to prevent the driver from mistakenly performing one operation related to slide movement control and the other operation related to rotational movement control.

[0160] Preferably, the system includes an auxiliary operation authorization unit that authorizes the operation of the auxiliary propulsion device by the auxiliary operator when the predetermined auxiliary propulsion authorization conditions are met, while invalidating the operation of the auxiliary propulsion device by the auxiliary operator when the auxiliary propulsion authorization conditions are not met.

[0161] According to this embodiment, it is possible to prevent the auxiliary propulsion system from being operated when the auxiliary control is operated against the driver's intention. In other words, it is possible to prevent the auxiliary propulsion system from being operated unexpectedly.

[0162] Preferably, the hull includes a notification unit that notifies the operator that the conditions for granting auxiliary propulsion have been met.

[0163] According to this embodiment, the driver can easily determine whether or not the operation of the auxiliary propulsion device by the auxiliary control is effective.

[0164] Preferably, the auxiliary propulsion permission conditions include the condition that the cruising speed of the vessel is less than or equal to a predetermined auxiliary propulsion permission speed.

[0165] According to this embodiment, it is possible to prevent the increase or decrease of the main or auxiliary propulsion force applied to the hull from occurring unexpectedly when the hull is traveling at a high speed.

[0166] Preferably, the auxiliary propulsion permission condition includes the condition that a predetermined operation has been performed on an operator other than the auxiliary operator.

[0167] In this embodiment, the auxiliary propulsion system can only be operated after operations are performed on both control elements. Therefore, erroneous operation of the auxiliary propulsion system can be prevented.

[0168] Preferably, the other operators are positioned further away from the grip adjacent to the operator placement area than the auxiliary operators.

[0169] According to this embodiment, it is possible to prevent both the other control and the auxiliary control from being operated incorrectly. Therefore, it is possible to more reliably prevent erroneous operation of the auxiliary propulsion device.

[0170] A planing boat according to one aspect of the present disclosure includes a hull, a propulsion device that provides the hull with a propulsive force to propel the hull, and a bar handle that is rotatably supported on the hull and operates the propulsion device to perform orbital turns in which the hull moves in the longitudinal direction according to the amount of rotation, wherein the bar handle includes a pair of left and right grips that can be grasped by an operator, and an operator placement section provided adjacent to one of the grips, wherein the operator placement section is provided with an auxiliary operator for operating the propulsion device to achieve at least one of assist movement, in which the hull moves in a direction other than forward and aft while maintaining the orientation of its bow, and rotational movement, in which the hull turns while maintaining its position.

[0171] In the planing boat described herein, the hull can turn while moving in the forward and backward directions according to the amount of rotation of the bar handle. Furthermore, it is possible to achieve at least one of the following: assisted movement in which the hull moves in a direction different from the direction of the bow while maintaining the direction of the bow, and rotational movement in which the hull turns while maintaining its position. Therefore, the degree of freedom of movement of the hull can be increased.

[0172] Furthermore, in the planing boat according to this disclosure, an auxiliary control is provided in the control section adjacent to the grip of the bar handle to enable at least one of assisted movement and rotational movement. Therefore, the operator can perform at least one of assisted movement and rotational movement, as well as turning the hull while moving in the forward and backward directions, while maintaining a posture of gripping the handle. Thus, high maneuverability can be achieved while increasing the degree of freedom of movement of the hull. In addition, even during assisted movement or rotational movement, the operator's posture can be maintained in a stable posture of gripping the handle.

[0173] A planing boat according to one aspect of the present disclosure includes a hull, a propulsion device that provides the hull with a propulsive force to propel the hull, and a bar handle that is rotatably supported on the hull and operates the propulsion device to perform an orbital turn in which the hull moves in the longitudinal direction according to the amount of rotation, wherein the bar handle includes a pair of left and right grips that can be grasped by the operator, and an operating part provided adjacent to one of the grips, wherein the bar handle is provided with a main propulsion operating part that changes the magnitude of the propulsion force of the propulsion device, and an auxiliary operating part that generates the propulsion force of the propulsion device within a suppression range that is suppressed more than the propulsion force range obtained by operating the main propulsion operating part.

[0174] In the planing boat described herein, the range of thrust applied to the hull can be changed by switching between the operation of the main thrust control and the auxiliary control. Moreover, the auxiliary control can be operated while maintaining a gripping position. [Explanation of Symbols]

[0175] 1 PWC (planing boat) 2 Main propulsion system 3 Engines 5. Jet pump 6 Reverse Buckets 7 Auxiliary propulsion device 8. Thruster motor 15. Display (News Department) 52 Impeller 60 Handlebars 64L Left Grip (One Grip, Grip) 64R Right Grip (Grip) 65L Left switch layout (operator layout) 74. Slide-type switch (auxiliary operator, first auxiliary operator) 75. Rotational movement switch (auxiliary control, second auxiliary control) 77. Throttle lever (main thrust control) 81 Mode selector switch 100 Control device (auxiliary operation authorization unit)

Claims

1. The hull and, The hull is provided with a main propulsion system that provides the main propulsion force to propel the hull, An auxiliary propulsion device that provides the hull with auxiliary propulsion force to propel the hull at a position different from the main propulsion device, The hull includes a bar handle that is rotatably supported and changes the direction of propulsion of the hull by the main thrust force according to the amount of rotation, The handlebar includes a pair of left and right grips that the driver can each grasp, and an operating element mounting section provided adjacent to one of the grips. A planing boat characterized in that the control unit arrangement section is provided with an auxiliary control unit for operating the auxiliary propulsion device.

2. In the planing boat according to claim 1, The bar handle includes a main thrust control that changes the magnitude of the main thrust, A planing boat characterized in that the auxiliary control is provided on the opposite side of the main propulsion control in the left-right direction, with the center of the bar handle in between.

3. In the planing boat according to claim 1, The system further includes a control device for controlling the auxiliary propulsion device, The planing boat is characterized in that the control device performs at least one of generating and stopping the auxiliary propulsion force in response to an operation on the auxiliary control element.

4. In the planing boat according to claim 1, The control device further includes at least one of the following: slide movement control, which controls the main propulsion system and the auxiliary propulsion system so that the hull moves while maintaining the orientation of its bow; and rotation movement control, which controls the main propulsion system and the auxiliary propulsion system so that the hull rotates while maintaining its position. The planing boat is characterized in that the auxiliary operator accepts operations related to one or both of the slide movement control and the rotation movement control performed by the control device.

5. In the planing boat according to claim 4, The planing boat is characterized in that the control device performs at least one of the start and stop of at least one of the slide movement control and the rotation movement control in response to an operation on the auxiliary operator.

6. In the planing boat according to claim 4, The planing boat is characterized in that the control device controls the main propulsion system and the auxiliary propulsion system such that the movement state of the hull changes based on the rotational change of the bar handle when at least one of the slide movement control and the rotation movement control is being performed.

7. In the planing boat according to claim 6, The control device is The aforementioned rotational movement control is performed, A planing boat characterized in that, when the rotational movement control described above is performed, at least one of the turning direction of the hull and the angular velocity of the hull is changed based on the rotational change of the bar handle.

8. In the planing boat according to claim 4, The control device performs both the slide movement control and the rotation movement control. The planing boat is characterized in that the auxiliary control includes a first auxiliary control that receives operations related to the slide movement control and a second auxiliary control that receives operations related to the rotation movement control.

9. In the planing boat according to claim 1, A planing boat characterized by including an auxiliary operation permission unit that permits operation of the auxiliary propulsion device by the auxiliary operator when the predetermined auxiliary propulsion permission conditions are met, while invalidating operation of the auxiliary propulsion device by the auxiliary operator when the auxiliary propulsion permission conditions are not met.

10. In the planing boat according to claim 9, The planing boat is characterized in that the hull includes a notification unit that notifies the operator that the conditions for obtaining the auxiliary propulsion permit have been met.

11. In the planing boat according to claim 9, A planing boat characterized in that the conditions for granting permission for auxiliary propulsion include the condition that the cruising speed of the hull is less than or equal to a predetermined permitted auxiliary propulsion speed.

12. In the planing boat according to claim 9, A planing boat characterized in that the auxiliary propulsion permission conditions include the condition that a predetermined operation has been performed on an operator other than the auxiliary operator.

13. In the planing boat according to claim 12, A planing boat characterized in that the other controls are located further away from the grip adjacent to the control unit than the auxiliary controls.

14. The hull and, The hull is provided with a propulsion device that provides a propulsive force to propel the hull, The propulsion system includes a bar handle that is rotatably supported on the hull and operates to perform an orbital turn in which the hull moves in the longitudinal direction according to the amount of rotation, The handlebar includes a pair of left and right grips that the driver can each grasp, and an operating element mounting section provided adjacent to one of the grips. A planing boat characterized in that the control unit is provided with an auxiliary control unit for operating the propulsion system such that at least one of the following can be achieved: an assist movement in which the hull moves in directions other than forward and aft while maintaining the orientation of its bow, and a rotational movement in which the hull turns while maintaining its position.

15. The hull and, The hull is provided with a propulsion device that provides a propulsive force to propel the hull, The propulsion system includes a bar handle that is rotatably supported on the hull and operates to perform an orbital turn in which the hull moves in the longitudinal direction according to the amount of rotation, The handlebar includes a pair of left and right grips that the driver can each grasp, and an operating element mounting section provided adjacent to one of the grips. The planing boat is characterized in that the bar handle is provided with a main thrust control that changes the magnitude of the thrust force of the propulsion device, and an auxiliary control that generates thrust in the propulsion device within a suppression range that is more suppressed than the thrust force range obtained by operating the main thrust control.

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