Watercraft maneuvering system and watercraft

Abstract

A watercraft maneuvering system includes a controller configured or programmed to control a watercraft propulsion system, a portable watercraft maneuvering device, and a captain tag. The portable watercraft maneuvering device includes a course operator, and a propulsion system switch operable to provide a command to start / stop the watercraft propulsion system. The portable watercraft maneuvering device generates a watercraft maneuvering command signal and a propulsion system command signal. The captain tag includes an emergency stop operator operable to generate an emergency stop signal. The controller is configured or programmed to perform a watercraft maneuvering control in response to the watercraft maneuvering command signal, and perform a propulsion system control to start and / or stop the watercraft propulsion system in response to the propulsion system command signal. The controller is configured or programmed to perform an emergency stop control in response to the emergency stop signal.

Description

CROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of priority to Japanese Patent Application No. 2025-020293 filed on Feb. 10, 2025. The entire contents of this application are hereby incorporated herein by reference.BACKGROUND OF THE INVENTION1. Field of the Invention

[0002] The present invention relates to watercraft maneuvering systems and watercraft.2. Description of the Related Art

[0003] US 2023 / 0294805 A1 discloses a system that detects the overboard event of a watercraft occupant by utilizing wireless communication between a fob carried by the watercraft occupant and a communication unit. The fob includes a watercraft operator fob to be carried by a watercraft operator, and a passenger fob to be carried by a passenger. In the system disclosed in US 2023 / 0294805 A1, a neutral maintaining control operation is performed to prevent a propulsion system from generating a propulsive force if the watercraft operator carrying the watercraft operator fob disembarks from the watercraft.SUMMARY OF THE INVENTION

[0004] The inventor of example embodiments of the present invention described and claimed in the present application conducted an extensive study and research regarding watercraft maneuvering systems, such as the one described above, and in doing so, discovered and first recognized new unique challenges and previously unrecognized possibilities for improvements as described in greater detail below.

[0005] In a watercraft maneuvering system disclosed in US 2023 / 0294805 A1, a watercraft maneuvering operation is performed by operating a steering wheel, a joystick, an acceleration lever and the like associated with a watercraft maneuvering seat.

[0006] The inventor of example embodiments of the present invention studied a portable watercraft maneuvering device to be carried by a watercraft operator on a watercraft to perform a watercraft maneuvering operation. In US 2023 / 0294805 A1, there is no description about such a portable watercraft maneuvering device, so that problems to be encountered when a portable watercraft maneuvering device is incorporated in the watercraft maneuvering system are not discussed.

[0007] For example, there is a possibility that the portable watercraft maneuvering device is unintentionally released from the watercraft operator due to its portability. In consideration of such a situation, it is preferred to provide an emergency watercraft stopping measure.

[0008] Example embodiments of the present invention provide watercraft maneuvering systems that include portable watercraft maneuvering devices that are able to properly perform an emergency watercraft stopping operation, and watercraft including the watercraft maneuvering systems.

[0009] In order to overcome the previously unrecognized and unsolved challenges described above, an example embodiment of the present invention provides a watercraft maneuvering system including a controller configured or programmed to control a watercraft propulsion system that generates a propulsive force to be applied to a watercraft, a portable watercraft maneuvering device to be carried by a captain and wirelessly communicable with the controller, and a captain tag to be carried by the captain and wirelessly communicable with the controller.

[0010] In an example embodiment of the present invention, the portable watercraft maneuvering device includes a course operator operable to provide a course command indicating the course of the watercraft, and a propulsion system switch operable to provide a start / stop command to start and / or stop the watercraft propulsion system. The portable watercraft maneuvering device generates a watercraft maneuvering command signal according to the operation of the course operator. The portable watercraft maneuvering device generates a propulsion system command signal according to the operation of the propulsion system switch. The captain tag includes an emergency stop operator operable by the captain to generate an emergency stop signal to provide an emergency stop command to perform an emergency stop of the watercraft propulsion system. The controller is configured or programmed to perform a watercraft maneuvering control operation to control the watercraft propulsion system in response to the input of the watercraft maneuvering command signal from the portable watercraft maneuvering device. The controller is configured or programmed to perform a propulsion system control operation to start and / or stop the watercraft propulsion system in response to the input of the propulsion system command signal from the portable watercraft maneuvering device. The controller is configured or programmed to perform an emergency stop control process to stop the generation of the propulsive force by the watercraft propulsion system in response to the input of the emergency stop signal from the captain tag.

[0011] In another example embodiment of the present invention, the controller is configured or programmed to perform a watercraft speed adaptive deceleration control operation to reduce the propulsive force generated by the watercraft propulsion system at a reduction rate adapted to a watercraft speed in the emergency stop control process to stop the generation of the propulsive force by the watercraft propulsion system.

[0012] In yet another example embodiment of the present invention, the watercraft maneuvering system further includes a passenger tag to be carried by a watercraft occupant other than the captain and wirelessly communicable with the controller. The controller is configured or programmed to perform an overboard event determination process to determine whether the captain tag and the passenger tag are present on the watercraft (e.g., whether the captain tag and the passenger tag can be detected within a predetermined range including an onboard range). The controller is configured or programmed to perform a first deceleration control operation to reduce the propulsive force of the watercraft propulsion system at a first reduction rate in the emergency stop control process if it is determined that the passenger tag is present on the watercraft. The controller is configured or programmed to perform a second deceleration control operation to reduce the propulsive force of the watercraft propulsion system at a second reduction rate greater than the first reduction rate in the emergency stop control process if it is determined that the passenger tag is absent from the watercraft.

[0013] In still another example embodiment of the present invention, the controller is configured or programmed to perform the first deceleration control operation in the emergency stop control process if it is determined that the captain tag is present on the watercraft. The controller is configured or programmed to perform the second deceleration control operation in the emergency stop control process if it is determined that neither the captain tag nor the passenger tag is present on the watercraft.

[0014] In yet another example embodiment of the present invention, the watercraft maneuvering system further includes a passenger tag to be carried by a watercraft occupant other than the captain and wirelessly communicable with the controller. The controller is configured or programmed to further perform an overboard event determination process to determine whether the captain tag and the passenger tag are present on the watercraft (e.g., whether the captain tag and the passenger tag can be detected within a predetermined range including an onboard range). The controller is configured or programmed to perform the emergency stop control process even without the input of the emergency stop signal if it is determined in the overboard event determination process that the captain tag is absent from the watercraft.

[0015] In still another example embodiment of the present invention, the watercraft maneuvering system further includes a passenger tag to be carried by a watercraft occupant other than the captain and wirelessly communicable with the controller. The controller is configured or programmed to further perform an overboard event determination process to determine whether the captain tag and the passenger tag are present on the watercraft (e.g., whether the captain tag and the passenger tag can be detected within a predetermined range including an onboard range). The controller is configured or programmed to perform the emergency stop control process even without the input of the emergency stop signal if it is determined in the overboard event determination process that at least one of the captain tag or the passenger tag is absent from the watercraft.

[0016] In yet another example embodiment of the present invention, the controller includes an onboard communicator that is wirelessly connected to (e.g., paired with) both the portable watercraft maneuvering device and the captain tag in a directly communicable manner.

[0017] In still another example embodiment of the present invention, the onboard communicator is further wirelessly connected to a passenger tag to be carried by a watercraft occupant other than the captain in a directly communicable manner.

[0018] In yet another example embodiment of the present invention, the watercraft propulsion system includes an engine propulsion system including an engine. The emergency stop control process includes an engine stop control operation to stop the operation of the engine.

[0019] Two or more of the features described above may be used in combination.

[0020] Still another example embodiment of the present invention provides a watercraft including a hull, a watercraft propulsion system on the hull, and a watercraft maneuvering system including any of the features described above.

[0021] The above and other elements, features, steps, characteristics and advantages of the present invention will become more apparent from the following detailed description of the example embodiments with reference to the attached drawings.BRIEF DESCRIPTION OF THE DRAWINGS

[0022] FIG. 1 is a diagram showing an exemplary structure of a watercraft according to an example embodiment of the present invention.

[0023] FIG. 2 is a block diagram showing a configuration of a watercraft maneuvering system provided on the watercraft by way of example.

[0024] FIGS. 3A, 3B and 3C are a front view, a rear view and, a left side view, respectively, of a portable watercraft maneuvering device by way of example.

[0025] FIG. 4 is a block diagram showing an electrical configuration of the portable watercraft maneuvering device.

[0026] FIG. 5 is a perspective view showing the structure of a tag by way of example.

[0027] FIG. 6 is a flowchart for describing an exemplary process to be performed by a watercraft maneuvering controller to enable and disable a watercraft maneuvering control operation in response to the operation of the portable watercraft maneuvering device.

[0028] FIG. 7 is a flowchart for describing another exemplary process to be performed by the watercraft maneuvering controller.

[0029] FIG. 8 is a flowchart for describing yet another exemplary process to be performed by the watercraft maneuvering controller.

[0030] FIG. 9 is a flowchart for describing a specific example of an emergency stop control process.

[0031] FIG. 10 is a flowchart for describing a modified example embodiment.

[0032] FIG. 11 is a flowchart for describing another modified example embodiment.DETAILED DESCRIPTION OF THE EXAMPLE EMBODIMENTS

[0033] FIG. 1 is a diagram showing an exemplary structure of a watercraft 100 according to an example embodiment of the present invention.

[0034] The watercraft 100 includes a hull 101, and an outboard motor 1 provided on the hull 101 as an example of the watercraft propulsion system. In this example, two outboard motors 1 are attached to the stern 2 of the hull 101 and disposed side by side transversely of the hull 101.

[0035] The hull 101 includes a cabin 3 defined by an outer shell to provide a living space, and a deck 4 provided behind the cabin 3. The watercraft 100 includes a main station ST as one stationary watercraft maneuvering station (watercraft maneuvering areas). In FIG. 1, the watercraft 100 is illustrated as including a single stationary watercraft maneuvering station provided in the cabin 3 by way of example. Alternatively, the watercraft 100 may include a plurality of stationary watercraft maneuvering stations provided on the hull 101.

[0036] In this example embodiment, a steering wheel 31, acceleration levers 33, and a joystick 36 are provided in the main station ST. The steering wheel 31 is operable to steer the watercraft 100, and the acceleration levers 33 are operable to adjust a propulsive force. The joystick 36 is operable to steer the watercraft 100 and adjust the propulsive force. A watercraft maneuvering operation is generally performed by operating the steering wheel 31 and the acceleration levers 33. The joystick 36 is mainly used for a watercraft maneuvering operation when the azimuth and / or the position of the watercraft 100 are finely adjusted during docking and undocking and during fishing at a fishing spot or the like. Of course, the watercraft maneuvering operation using the joystick 36 is not limited to the adjustment of the azimuth and / or the position of the watercraft 100 during low-speed traveling, and the joystick 36 may be used for the watercraft maneuvering operation during intermediate-speed and high-speed cruising.

[0037] The main station ST is an area (i.e., a watercraft maneuvering area) in which a watercraft operator performs the watercraft maneuvering operation. In the example of FIG. 1, a driver seat 30 on which the watercraft operator sits is provided in the main station ST. In some cases, no driver seat 30 is provided in the main station ST.

[0038] The term “watercraft operator” is a user who performs the watercraft maneuvering operations, and typically means a captain in the case of a small-scale watercraft. The term “captain” herein includes a watercraft operator or a user who performs the watercraft maneuvering operation. Further, a watercraft occupant other than the captain is herein called “passenger” who is discriminated from the captain. The term “passenger” is herein defined as including crew staff and other passengers. The term “watercraft occupant” is defined as including the captain and the passenger.

[0039] A lanyard switch 39 is provided in the main station ST. The lanyard switch 39 is connected to one end of a lanyard cable 40. The other end of the lanyard cable 40 is connected to the captain. If the captain happens to fall overboard, the lanyard switch 39 is operated via the lanyard cable 40 to cancel the propulsive force. The terms and conditions of the use of the watercraft 100 and a watercraft maneuvering system 102 (see FIG. 2) specify that the lanyard switch 39 should be used with the lanyard cable 40 assuredly connected to the captain when the watercraft maneuvering operation is ordinarily performed by utilizing the main station ST of the watercraft 100.

[0040] In this example embodiment, the captain can perform the watercraft maneuvering operation not only by utilizing the main station ST but also by utilizing a portable watercraft maneuvering device 70 that can be carried by the captain. The captain can perform the watercraft maneuvering operation in an area of the hull 101 other than the main station ST by operating the portable watercraft maneuvering device 70. For example, the captain can perform the watercraft maneuvering operation by operating the portable watercraft maneuvering device 70 as required while spaced apart from the main station ST, for example, while fishing. Further, the captain can perform the watercraft maneuvering operation for docking or the like by operating the portable watercraft maneuvering device 70 while spaced apart from the main station ST and visually checking the behavior of the watercraft 100 during the docking or the like.

[0041] The portable watercraft maneuvering device 70 is typically used for the watercraft maneuvering operation during low-speed traveling for which the use of the joystick is suitable. Further, the portable watercraft maneuvering device 70 may be used as an auxiliary input device in the main station ST. The portable watercraft maneuvering device 70 is a kind of watercraft maneuvering station, i.e., serving as a portable or movable watercraft maneuvering station. That is, the portable watercraft maneuvering device 70 may serve as a substation.

[0042] The watercraft occupants on the watercraft 100 are each required to carry a tag T (also referred to as “fob”). Typically, the tag T is carried on the occupant's body. The tag T may be wearable, for example, on a wrist, a neck, a belt or clothing. The watercraft occupants are categorized as the captain or a passenger. A captain tag Tc is to be carried by the captain and passenger tags Tp are to be carried by the passengers prepared.

[0043] In this example embodiment, a novel station technology is provided, which allows the captain to perform the watercraft maneuvering operation using the portable watercraft maneuvering device 70 (wireless watercraft maneuvering device) without the use of the lanyard switch 39 while spaced apart from the main station ST. Examples of the watercraft maneuvering operation using the portable watercraft maneuvering device 70 include watercraft maneuvering operations to be performed to change the magnitude and the direction of the propulsive force and the course of the watercraft 100 during the low-speed traveling and to maintain the position of the watercraft 100. Restrictive conditions (use conditions) for the watercraft maneuvering operation using the portable watercraft maneuvering device 70 (wireless watercraft maneuvering device) without the use of the lanyard switch 39 include the following conditions (i) to (iv):

[0044] (i) The use of the portable watercraft maneuvering device 70 should be limited to a watercraft maneuvering operation to be performed when the watercraft 100 is in a stopped state (specifically, in an idling state) or in a very low speed traveling state.

[0045] (ii) The captain (watercraft operator) should carry both the portable watercraft maneuvering device 70 and the captain tag Tc on the body.

[0046] (iii) The portable watercraft maneuvering device 70 should be prevented from being separated a predetermined distance or farther from the captain tag Tc (watercraft operator) using a carrying aid such as a strap.

[0047] (iv) When the watercraft maneuvering operation is performed using the portable watercraft maneuvering device 70, a start / stop button 82 (see FIG. 3A) should be kept in a press ready state. The start / stop button 82 is an operation button provided on the main body of the portable watercraft maneuvering device 70 to provide a command to start and stop the generation of the propulsive force.

[0048] FIG. 2 is a block diagram showing the configuration of the watercraft maneuvering system 102 provided in the watercraft 100 by way of example.

[0049] The watercraft maneuvering system 102 includes the following functions (I) to (VI):

[0050] (I) If wireless communication with the portable watercraft maneuvering device 70 (wireless watercraft maneuvering device) is disconnected for some reason during the watercraft maneuvering operation using the portable watercraft maneuvering device 70, the watercraft 100 is brought into the idling state with the shift positions of the outboard motors 1 each set at a neutral shift position.

[0051] (II) If the portable watercraft maneuvering device 70 is fixed in a predetermined support position, it is considered that the intention of performing the watercraft maneuvering operation using the portable watercraft maneuvering device 70 is abandoned, and the watercraft 100 is automatically shifted from a watercraft maneuvering mode utilizing the portable watercraft maneuvering device 70 into a watercraft maneuvering mode utilizing the main station ST. The predetermined support position may be located, for example, in a cradle in which the portable watercraft maneuvering device 70 is charged.

[0052] (III) The engines 11 of the outboard motors 1 are started or stopped in response to the operation of the start / stop button 82 (see FIG. 3A) provided on the main body of the portable watercraft maneuvering device 70.

[0053] (IV) The engines 11 of the outboard motors 1 are stopped in response to a predetermined operation of a button provided on the captain tag Tc.

[0054] (V) When the fall-overboard (submersion) of the captain tag Tc is detected, the engines 11 of the outboard motors 1 are stopped.

[0055] (VI) When the fall-overboard (submersion) of the passenger tag Tp is detected, only a warning operation is performed or, alternatively, the engines 11 of the outboard motors 1 are stopped while the warning operation is performed.

[0056] The watercraft maneuvering system 102 includes the main station ST, the portable watercraft maneuvering device 70, and the tags T. In this example embodiment, the main station ST includes the steering wheel 31, a remote control unit 32, and a joystick unit 35.

[0057] The remote control unit 32 includes two acceleration levers 33 corresponding to the two outboard motors 1.

[0058] The joystick unit 35 includes the joystick 36, which can be inclined anteroposteriorly and laterally (i.e., in all 360-degree directions) and turned (twisted) about its axis. In this example, the joystick unit 35 further includes a joystick button 37. The joystick button 37 is operable by the captain when a control mode (watercraft maneuvering mode) utilizing the joystick 36, i.e., a joystick mode, is to be selected. In this example, the joystick unit 35 further includes mode setting buttons 38 operable by the captain to select position / azimuth holding control modes (examples of an automatic watercraft maneuvering control mode). More specifically, the mode setting buttons 38 include a mode setting button for a fixed point holding mode (Stay Point™) in which the position and the bow azimuth of the watercraft 100 are maintained, a mode setting button for a position holding mode (Fish Point™) in which the position of the watercraft 100 is maintained but the bow azimuth of the watercraft 100 is not maintained, and a mode setting button for an azimuth holding mode (Drift Point™) in which the bow azimuth of the watercraft 100 is maintained but the position of the watercraft 100 is not maintained.

[0059] The main station ST additionally includes a main switch 41, an all-switch 42, separate switches 43, an autopilot panel 45, a gauge 46, a display 47 and the like.

[0060] The main switch 41 is operable by the captain to turn on and off power supply to the watercraft maneuvering system 102. The all-switch 42 is operable by the captain to start or stop all the outboard motors 1. The separate switches 43 are operable by the captain to individually start or stop the respective outboard motors 1, and the number of the separate switches 43 corresponds to the number of the outboard motors 1.

[0061] The autopilot panel 45 includes a plurality of switches operable to start autopilot programs, for example, for automatic watercraft maneuvering operations. Specifically, the autopilot panel 45 may include mode setting switches 45a operable to start course holding (autopilot) control modes (other examples of the automatic watercraft maneuvering control mode). Specifically, the course holding control modes may include at least one of a bow holding mode (Heading Hold) in which the bow azimuth is maintained during forward traveling, a straight course holding mode (Course Hold) in which the bow azimuth is maintained and a straight course is maintained during forward traveling, a checkpoint following mode (Track Point) in which a course passing through predetermined checkpoints is followed, and a pattern traveling mode (Pattern Steer) in which a predetermined course pattern is followed. Examples of the course pattern to be followed in the pattern traveling mode include a zig-zag pattern and a spiral pattern.

[0062] The gauge 46 is an instrument that displays the operation states of the respective outboard motors 1. The display 47 displays various information. In this example embodiment, the display 47 is a multifunctional display including a touch panel 47a provided as an example of an input device on its surface, thus serving as a man-machine interface.

[0063] The watercraft maneuvering system 102 includes a watercraft maneuvering controller 50 for overall system control, and a propulsion system controller 55 that generates command signals to be provided to the outboard motors 1. The watercraft maneuvering controller 50 and the propulsion system controller 55 are connected to each other via an onboard network 56 in a communicable manner. The onboard network 56 is typically a CAN (Control Area Network).

[0064] The remote control unit 32 and the joystick unit 35 are connected to the onboard network 56. The autopilot panel 45, the gauge 46, and the display 47 are also connected to the onboard network 56. A GPS (Global Positioning System) receiver 25 (an example of a position sensor) that detects the position of the watercraft 100 and generates positional information is also connected to the onboard network 56. The GPS is an example of a GNSS (Global Navigation Satellite System) that measures a position on the earth by utilizing an artificial satellite.

[0065] The steering wheel 31 is connected to the propulsion system controller 55. Specifically, the operation angle signal of the steering wheel 31 is inputted to the propulsion system controller 55 via a steering signal line 59. Further, the main switch 41 is connected to the propulsion system controller 55 to input a power on / off command signal to the propulsion system controller 55. Further, the all-switch 42 and the separate switches 43 are also connected to the propulsion system controller 55 to input a propulsion system starting command signal and / or a propulsion system stopping command signal to the propulsion system controller 55.

[0066] The propulsion system controller 55 is connected to outboard motor ECUs 21 as the controllers of the respective outboard motors 1 (electronic control units, outboard motor controllers) via control signal lines 58. The propulsion system controller 55 transmits a steering command, a propulsive force command and the like to the respective outboard motors 1. In this example embodiment, the propulsive force command includes a shift command indicating the shift positions of the outboard motors 1, and an output command indicating the outputs (the magnitudes of the propulsive forces) of the outboard motors 1. Further, the propulsion system controller 55 receives various detection signals from the outboard motor ECUs 21 of the respective outboard motors 1. The detection signals to be received preferably include signals indicating the states of the respective outboard motors 1, particularly, shift position signals indicating the shift positions of the respective outboard motors 1. The signals indicating the states of the respective outboard motors 1 to be received from the outboard motor ECUs 21 by the propulsion system controller 55 may include signals indicating whether or not the engines 11 of the respective outboard motors 1 are driven (in operation), e.g., engine rotation speed signals indicating the rotation speeds of the engines.

[0067] The outboard motors 1 may each be an engine outboard motor (engine propulsion system) or an electric outboard motor (electric propulsion system). In FIG. 2, the engine outboard motors are shown by way of example. The outboard motors 1 each include the outboard motor ECU 21, the engine 11, a shift mechanism 12, a propeller 13, a steering mechanism 14 and the like. Power generated by the engine 11 is transmitted to the propeller 13 via the shift mechanism 12. The steering mechanism 14 laterally changes the direction of the propulsive force generated by the outboard motor 1, and turns the body of the outboard motor 1 leftward and rightward with respect to the hull 101 (see FIG. 1). The shift mechanism 12 is configured so that the shift position can be selected from a forward shift position, a reverse shift position and a neutral shift position. With the forward shift position selected, the propeller 13 is rotated in a normal rotation direction by the transmission of the rotation of the engine 11. With the reverse shift position selected, the propeller 13 is rotated in a reverse rotation direction by the transmission of the rotation of the engine 11. With the neutral shift position selected, the transmission of the power between the engine 11 and the propeller 13 is interrupted.

[0068] The outboard motors 1 each further include a starter motor 15, a fuel injector 16, a throttle actuator 17, an ignition device 18, a shift actuator 19, a steering actuator 20 and the like, which are controlled by the outboard motor ECU 21. The starter motor 15 is an electric motor that starts the engine 11. The fuel injector 16 injects a fuel to be combusted in the engine 11. The throttle actuator 17 is an electric actuator (typically including an electric motor) that actuates the throttle valve of the engine 11. The ignition device 18 ignites a mixed gas in the combustion chamber of the engine 11, and typically includes an ignition plug and an ignition coil. The shift actuator 19 actuates the shift mechanism 12. The steering actuator 20 is a drive source for the steering mechanism 14, and typically includes an electric motor. The steering actuator 20 may include a hydraulic device of an electric pump type.

[0069] The watercraft maneuvering controller 50 includes a processor 51 (arithmetic unit), a memory 52, a communication interface 53 and the like. The watercraft maneuvering controller 50 functions as various functional units by executing a program stored in the memory 52. Further, various data is stored in the memory 52. The onboard network 56 is connected to the communication interface 53. Thus, the watercraft maneuvering controller 50 can communicate with the propulsion system controller 55. Further, the watercraft maneuvering controller 50 can communicate with the remote control unit 32 and the joystick unit 35. The watercraft maneuvering controller 50 communicates with the gauge 46 via the onboard network 56 to transmit display data to the gauge 46. Further, the watercraft maneuvering controller 50 communicates with the display 47 via the onboard network 56 to receive an input signal from the touch panel 47a and to transmit a display command signal to the display 47.

[0070] As described above, the lanyard switch 39 is provided in the main station ST. The lanyard switch 39 is connected to the propulsion system controller 55. If the lanyard switch 39 is operated, the propulsion system controller 55 disables the outboard motors 1 from generating propulsive forces. Typically, the lanyard switch 39 is a kill switch that provides a command to stop the engines 11 of the outboard motors 1. In this case, if the captain connected to the lanyard cable 40 happens to fall overboard, the lanyard switch 39 is operated to stop the engines 11. The lanyard switch 39 may be connected directly to the outboard motor ECUs 21 and not via the propulsion system controller 55.

[0071] The watercraft maneuvering system 102 further includes a communication unit 60 that communicates with the portable watercraft maneuvering device 70 (through wireless communications) and communicates with the tags T (through wireless communications). The communication unit 60 is connected to the watercraft maneuvering controller 50 via the onboard network 56. As described above, the tags T include the captain tag Tc carried by the captain, and the passenger tag Tp carried by the passenger. The communication unit 60 includes a processor 61, a memory 62 and a transceiver 63. For example, the communication unit 60 transmits a query signal to all the tags T at a predetermined time interval (e.g., at an interval of 1 second). Upon reception of the query signal, the tags T respectively output response signals. The response signals are received by the communication unit 60. The response signals outputted from the tags T respectively include IDs (identification information) for the identification of the respective tags T. Thus, the communication unit 60 can identify the response signals outputted from the respective tags T.

[0072] The portable watercraft maneuvering device 70 can wirelessly communicate with the watercraft maneuvering controller 50 via the communication unit 60. Further, the tags T can wirelessly communicate with the communication unit 60. In this example embodiment, the communication unit 60 and the watercraft maneuvering controller 50 define the controller that is wirelessly communicable with the portable watercraft maneuvering device 70 and the tags T. The communication unit 60 is an example of the onboard communicator that can be wirelessly connected to each of the portable watercraft maneuvering device 70 and the tags T in a directly communicable manner. For example, the portable watercraft maneuvering device 70 and the tags T are each paired with the communication unit 60 in conformity with a predetermined wireless communication standard such as Bluetooth (registered trade name) to be connected to the communication unit 60 in a wirelessly communicable manner.

[0073] The IDs of the tags T to be carried by the watercraft occupants are preliminarily registered in the memory 62 of the communication unit 60. The processor 61 of the communication unit 60 compares the IDs received from the respective tags T by the transceiver 63 (hereinafter referred to as “reception IDs”) with the IDs registered in the memory 62 (hereinafter referred to as “registration IDs”). Based on the results of the comparison, the processor 61 checks whether or not all the reception IDs corresponding to the registration IDs are received. Based on the check result, the processor 61 determines whether or not an overboard event has occurred. If any of the reception IDs corresponding to the registration IDs is missing, there is a possibility that the overboard event has occurred. Therefore, the processor 61 transmits overboard information indicating the occurrence of the overboard event to the watercraft maneuvering controller 50. The overboard information includes, for example, a registration ID corresponding to the missing reception ID.

[0074] The ID of the captain tag Tc and the ID of the passenger tag Tp can be registered in a distinguishable manner in the memory 62. Therefore, the processor 61 can distinguish the overboard event of the captain from the overboard event of the passenger, and the overboard information can include information distinguishably indicating the overboard event of the captain or the overboard event of the passenger.

[0075] In this example embodiment, the communication unit 60 thus functions as an overboard sensor. A reference character 64 denotes the antenna of the transceiver 63. The communication unit 60 performs an overboard event determination process to determine whether or not the tags T are present on the watercraft 100 (more precisely, whether or not the tags T are present within a wireless communication range including an onboard range) based on whether or not the wireless communication can be established with each of the tags T. Then, the communication unit 60 transmits the overboard information to the watercraft maneuvering controller 50 if detecting the overboard event.

[0076] FIGS. 3A to 3C are diagrams showing the structure of the portable watercraft maneuvering device 70 by way of example. Particularly, FIGS. 3A, 3B, and 3C are a front view, a rear view, and a left side view, respectively, of the portable watercraft maneuvering device 70.

[0077] The portable watercraft maneuvering device 70 includes an elongated housing 71 configured so as to be held in one hand by the user (captain). The housing 71 has a laterally symmetrical shape so as to be held in one hand, i.e., in either the right hand or the left hand, by the user. In FIG. 3A, the front surface 72 of the housing 71 of the portable watercraft maneuvering device 70 is shown, which faces toward the user when the user holds the housing 71 of the portable watercraft maneuvering device 70 in one hand. Typically, the user holds the portable watercraft maneuvering device 70 in one hand in front of the user. At this time, the lower portion of the housing 71 is typically located closer to the user and the upper portion of the housing 71 is typically spaced apart from the user, as seen in FIG. 3A, with the front surface 72 facing up. In the following description, the upward, downward, leftward, rightward, forward, and rearward directions are defined based on the orientation of the portable watercraft maneuvering device 70 shown in FIG. 3A for convenience.

[0078] A joystick 78 is located at an upper portion of the front surface 72 of the housing 71. A display 79 such as liquid crystal display is located at a lower portion of the front surface 72 of the housing 71. A plurality of operation buttons 80 are located at an intermediate portion of the front surface 72 of the housing 71 between the joystick 78 and the display 79.

[0079] The housing 71 is designed so as to be held in one hand, i.e., in either the left hand or the right hand, by the user for the operation of the portable watercraft maneuvering device 70. Further, the housing 71 is designed on the assumption that the user holds the housing 71 in either the left hand or the right hand and operates the joystick 78 and the operation buttons 80 with the thumb. When the user holds the housing 71, therefore, the user's thumb is placed on the front surface 72 of the housing 71 and the user's palm is opposed to either of the left and right side surfaces 76 of the housing 71 with the back surface 73 of the housing 71 supported by user's four fingers other than the thumb. The lower portion and the intermediate portion of the front surface 72 of the housing 71 are generally flat, and the upper portion of the front surface 72 has a tilt surface 72a tilted toward the back surface 73. The joystick 78 projects generally orthogonally to the tilt surface 72a. The back surface 73 of the housing 71 has an elongated shape having a smaller width than the front surface 72, and is configured so that the user can easily hold the housing 71 with the fingers other than the thumb. The lower portion and the intermediate portion of the back surface 73 of the housing 71 are generally flat, and the upper portion of the back surface 73 includes a tilt portion 73a tilted away from the front surface 72, i.e., tilted rearward. The tilt portion 73a includes two step portions (lower and upper step portions) 74A, 74B. The shape of the back surface 73 is designed on the assumption that the user hooks the middle finger on the lower step portion 74A and places the ring finger below a projection 75 defined by the lower step portion 74A. The upper step portion 74B is designed so that the user's forefinger is placed thereon. A bow turning lever 89 for a bow turning operation is located at an upper end portion located on the transversely middle portion of the upper step portion 74B so that the user can operate the bow turning lever 89 with the forefinger. The upper step portion 74B has a tapered shape tapered upward to facilitate the bow turning operation.

[0080] The joystick 78 is operable to provide a command indicating the magnitude and the direction of the propulsive force to be applied to the watercraft 100, and is an exemplary watercraft maneuvering operator as well as an exemplary course operator. The joystick 78 is spring-biased so as to be maintained at a neutral position when it is not operated, and is inclinable upward, downward, leftward and rightward in any 360-degree direction from the neutral position. A sensor (not shown) is provided in association with the joystick 78 so that the operation amount (inclination amount) of the joystick 78 can be detected as a command value for the magnitude of the propulsive force and the operation direction (inclination direction) of the joystick 78 can be detected as a command value for the direction of the propulsive force. When the joystick 78 is operated, the portable watercraft maneuvering device 70 generates a watercraft maneuvering command signal, and transmits the watercraft maneuvering command signal to the communication unit 60. The watercraft maneuvering command signal includes a propulsive force command indicating the magnitude of the propulsive force and a course command (course command signal) indicating the direction of the propulsive force. The joystick 78 is located so that a center line 77 extending vertically through the transversely middle point of the front surface 72 of the housing 71 extends across the joystick 78. That is, the joystick 78 is located in the transversely middle portion of the housing 71 so that the user (captain) is able to operate the joystick 78 with the thumb when holding the housing 71 in one hand. Herein, the center line 77 is a phantom line which is parallel to the length of the elongated housing 71 and extends vertically through the transversely middle point of the housing 71.

[0081] The bow turning lever 89 is operable to provide a command indicating the bow turning of the watercraft 100, and is an exemplary watercraft maneuvering operator as well as an exemplary course operator. The bow turning lever 89 is spring-biased so as to be maintained at a neutral position when it is not operated, and is configured to be pivoted leftward and rightward from the neutral position within a predetermined angle range. A sensor (not shown) is provided in association with the bow turning lever 89 so that the operation amount (pivot amount) of the bow turning lever 89 can be detected as a command value indicating the magnitude of a bow turning moment and the operation direction of the bow turning lever 89 (a leftward pivot direction or a rightward pivot direction from the neutral position) can be detected as a command value indicating the direction (a rightward direction or a leftward direction) of the bow turning moment. When the bow turning lever 89 is operated, the portable watercraft maneuvering device 70 generates a watercraft maneuvering command signal, and transmits the watercraft maneuvering command signal to the communication unit 60. In this case, the watercraft maneuvering command signal is an example of the course command signal indicating the magnitude of the bow turning moment and the direction of the bow turning moment.

[0082] The operation buttons 80 include a lock / unlock button 81, the start / stop button 82, a point registration button 83, a utility button 84, a holding mode button 85, a joystick mode button 86, an autopilot button 87, a setting / thrust button 88 and the like.

[0083] The lock / unlock button 81 is operable to switch the operation buttons 80 between a lock state (in which the operation of the operation buttons 80 is disabled) and an unlock state (in which the operation of the operation buttons 80 is enabled). The careless operation (i.e., the misoperation) of the operation buttons 80 can be prevented by setting the operation buttons 80 in the lock state. The operation of the operation buttons to be described below is enabled in the unlock state.

[0084] The start / stop button 82 is an example of the propulsion system switch (the propulsion system button in this example embodiment) operable to start and stop the watercraft propulsion system (the outboard motors 1 in this example embodiment). If the start / stop button 82 is operated, the portable watercraft maneuvering device 70 generates a propulsion system command signal. If the start / stop button 82 is operated to generate the propulsion system command signal when the outboard motors 1 are out of operation (more specifically, when the engines 11 are off), the outboard motors 1 are started (more specifically, the engines 11 are started) to be brought into a propulsive force generatable state. That is, if the communication unit 60 receives the propulsion system command signal, the watercraft maneuvering controller 50 performs a propulsion system control operation to start the outboard motors 1 (more specifically, to start the engines 11). Further, if the start / stop button 82 is operated when the outboard motors 1 are in operation (more specifically, when the engines 11 are on), the outboard motors 1 are stopped (more specifically, the engines 11 are stopped) to be brought into a propulsive force non-generation state. That is, if the communication unit 60 receives the propulsion system command signal, the watercraft maneuvering controller 50 performs the propulsion system control operation to stop the outboard motors 1 (more specifically, to stop the engines 11).

[0085] The point registration button 83 is operable to register a geographical point. If the point registration button 83 is operated, the watercraft maneuvering controller 50 acquires the current positional information of the watercraft 100 from the GPS receiver 25 (see FIG. 2) and registers the acquired positional information in the memory 52. For example, the positional information of a good fishing point may be registered by operating the point registration button 83 at the good fishing point.

[0086] The utility button 84 is operable to perform a preset operation. In this example embodiment, the utility button 84 is a double function button to be used for an up / down function and for an on / off function, and includes an up / on button 841 and a down / off button 842. For example, the utility button 84 may be assigned an up / down function for the up and down of the power tilt / trim mechanisms of the outboard motors 1. In this case, a tilt / trim up operation can be performed by operating the up / on button 841, and a tilt / trim down operation can be performed by operating the down / off button 842. Further, the utility button 84 may be assigned an up / down function for the up and down of the anchor of an anchor winch provided on the watercraft 100. In this case, an anchor down operation can be performed by operating the down / off button 842, and an anchor up operation can be performed by operating the up / on button 841. Further, the utility button 84 may be assigned an on / off function for the on and off of a light provided on the watercraft 100. In this case, the light can be turned on by operating the up / on button 841, and can be turned off by operating the down / off button 842.

[0087] The holding mode button 85 is operable to provide a command indicating a holding operation. A holding mode for the holding operation can be preliminarily set. Examples of the holding mode to be set include the fixed point holding mode (Stay Point™), the position holding mode (Fish Point™), and the azimuth holding mode (Drift Point™). By operating the holding mode button 85, the holding operation can be performed in the mode preliminarily set. The holding mode button 85 is an exemplary watercraft maneuvering operator operable to provide a command indicating a watercraft maneuvering operation involving the generation of the propulsive force. Further, the holding mode button 85 is an exemplary holding operator operable to generate a holding command. Examples of the holding command include a fixed point holding command to be provided to maintain the position and the azimuth of the watercraft 100 when the fixed point holding mode (Stay Point™) is selected, a position holding command to be provided to maintain the position of the watercraft 100 when the position holding mode (Fish Point™) is selected, and an azimuth holding command to be provided to maintain the azimuth of the watercraft 100 when the azimuth holding mode (Drift Point™) is selected.

[0088] The joystick mode button 86 is operable to start the watercraft maneuvering operation using the joystick 78. If the joystick mode button 86 is operated when the watercraft maneuvering operation in the main station ST is in effect, the watercraft maneuvering state is shifted, under predetermined conditions, to a watercraft maneuvering state in which the watercraft maneuvering operation using the portable watercraft maneuvering device 70 is in effect. After the shift of the watercraft maneuvering state, the watercraft maneuvering operation can be performed by operating the joystick 78. Further, if the joystick mode button 86 is operated when the holding operation is performed by operating the holding mode button 85, the watercraft maneuvering mode is shifted from the holding mode into the joystick mode. A joystick holding operation may be enabled by long-pressing the joystick mode button 86. The joystick holding operation is an operation to be performed to maintain the operation state of the joystick 78. Specifically, by enabling the joystick holding operation while operating the joystick 78, a command indicating the operation state of the joystick 78 at this time (a command indicating the magnitude and the direction of the propulsive force) can be maintained. Even if the joystick 78 is not operated with the finger released therefrom, the command is maintained. The joystick holding operation can be cancelled by long-pressing the joystick mode button 86 or continuously inclining the joystick 78 rearward for a predetermined period or longer during the joystick holding operation.

[0089] The autopilot button 87 is operable to provide a command indicating a course holding (autopilot) control mode that has been previously set. Examples of the presettable course holding (autopilot) control mode for the command include the bow holding mode (Heading Hold), the straight course holding mode (Course Hold) and the like. The other course holding (autopilot) control modes previously described may be presettable. The automatic watercraft maneuvering operation can be performed in the preset control mode by operating the autopilot button 87. The adjustment of the bow azimuth in the bow holding mode and the adjustment of the course in the straight course holding mode may be achieved by operating the bow turning lever 89 or the joystick 78.

[0090] The setting / thrust button 88 is a double function button operable to set various items and for the adjustment (typically, the fine adjustment) of the propulsive force (thrust). The setting / thrust button 88 includes a menu button 881 operable to invoke a setting menu screen on the display 79, and a back button 882 operable to display a preceding menu screen on the display 79. In the autopilot control mode, the menu button 881 functions as a plus button operable to increase the thrust (thrust increasing button), and the back button 882 functions as a minus button operable to reduce the thrust (thrust reducing button). The plus button (881) serves as a speed increasing operator operable to slightly increase the watercraft speed in the autopilot control mode (more specifically, in the bow holding mode or in the straight course holding mode). Similarly, the minus button (882) serves as a speed reducing operator operable to slightly reduce the watercraft speed in the autopilot control mode (more specifically, in the bow holding mode or in the straight course holding mode).

[0091] Though not shown, the housing 71 preferably includes an attachment portion for a carrying aid such as a strap attachable to the body or the clothing of the user (captain). The use of the carrying aid prevents the portable watercraft maneuvering device 70 from being carelessly released from the user's hand.

[0092] FIG. 4 is a block diagram showing the electrical configuration of the portable watercraft maneuvering device 70.

[0093] The portable watercraft maneuvering device 70 includes a controller 90, a communicator 93, the operation buttons 80, the display 79, the joystick 78, the bow turning lever 89, a battery 94, a charging circuit 95 and the like. The controller 90 includes a processor 91 and a memory 92, and the processor 91 executes a program stored in the memory 92 to perform various functions.

[0094] Operation signals are inputted to the controller 90 from the operation buttons 80, the joystick 78 and the bow turning lever 89. The controller 90 generates a watercraft maneuvering command signal corresponding to an operation signal inputted thereto, and the watercraft maneuvering command signal is transmitted from the communicator 93 to the communication unit 60. Further, the controller 90 performs a process corresponding to a signal received from the communication unit 60 by the communicator 93. The controller 90 provides a display control signal to the display 79 to provide visual information to the user.

[0095] The battery 94 supplies operation power to the controller 90 and other electric / electronic components of the portable watercraft maneuvering device 70 requiring electric power. The charging circuit 95 is a circuit to be used to charge the battery 94. The charging circuit 95 may be connected to a wireless power receiving unit 96. The wireless power receiving unit 96 is magnetically coupled or electrically coupled to an external wireless power supply unit 97 to receive electric power supplied thereto. The wireless power supply unit 97 is typically connected to a main battery (not shown) provided in the hull 101, and is disposed in a proper location within the hull 101, for example, in the main station ST. The wireless power supply unit 97 may be incorporated in the cradle in which the portable watercraft maneuvering device 70 is retained at the predetermined support position.

[0096] FIG. 5 shows the structure of the tag T by way of example.

[0097] The tag T is attached to the body, the clothing or the like of the user using an attachment member 111. The attachment member 111 may be a belt to be wound around the user's wrist or a carabiner to be attached to the clothing or the like of the user. The tag T includes a case 112, a MOB button 113 provided on the front surface of the case 112, an indicator 114 provided on the front surface of the case 112, and a power button 117 provided on a side surface of the case 112. In this example, the case 112 is a flat water-proof container in which a battery (not shown, typically a button battery) is incorporated.

[0098] The tag T is turned on by operating (e.g., long-pressing) the power button 117 to be brought into an active state in which the tag T is wirelessly communicable with the communication unit 60. The communication with the communication unit 60 is short-range wireless communication such as based on Bluetooth (registered trade name). For example, a pairing mode is invoked by repeatedly short-pressing the power button 117 a plurality of times (e.g., three times), and a predetermined pairing operation is performed on the touch panel 47a of the display 47 (see FIG. 2). Thus, the communication unit 60 can be paired with the tag T. After the pairing, the wireless communication between the communication unit 60 and the tag T is enabled. The tag T includes an automatic power-off function. Therefore, if the communication with the communication unit 60 is kept disconnected for a predetermined period (e.g., one hour) or longer, the tag T is automatically turned off. If the power supply to the watercraft maneuvering system 102 is cut off, the tag T is automatically turned off after a lapse of the predetermined period from the cut off of the power supply. The tag T can be manually turned off by operating (e.g., long-pressing) the power button 117.

[0099] The MOB button 113 is operable by the user to enable and disable an overboard event detecting function. When the tag T is in the active state, a protected mode in which the overboard event detecting function is enabled or an unprotected mode in which the overboard event detecting function is disabled can be selected as the mode of the tag T by operating the MOB button 113.

[0100] Information to indicate the mode (the protected mode or the unprotected mode) of each of the tags T is stored in the memory62 of the communication unit 60. The communication unit 60 monitors the states of the communication with the tags T in the protected mode. For example, the communication unit 60 periodically transmits a monitoring signal to the tags T (e.g., at an interval of 1 second), and the tags T each transmit a response signal back to the communication unit 60 if receiving the monitoring signal. If any of the tags T is located apart from the communication unit 60 outside a communicable distance range and the response signal from that tag T is lost, the communication unit 60 determines that the user of that tag T has fallen overboard, and notifies the watercraft maneuvering controller 50 about the occurrence of the overboard event. The watercraft maneuvering controller 50 causes the display 47 to display (e.g., pop-up display) a message indicating that the user of that tag T has fallen overboard, and notifies the captain and other watercraft occupants about the occurrence of the overboard event.

[0101] The user of the tag T can disable the overboard event detecting function to set the tag T in the unprotected mode by operating the MOB button 113 in the protected mode. The unprotected mode is typically utilized when the user temporarily disembarks from the watercraft 100.

[0102] The communication unit 60 may include a function of automatically switching all the active tags T (with their power on) into the protected mode upon the generation of the propulsive forces by the outboard motors 1. More specifically, the watercraft maneuvering controller 50 provides information about the shift positions of the outboard motors 1 to the communication unit 60. The communication unit 60 may switch all the active tags T into the protected mode if the shift positions of the outboard motors 1 are each shifted from the neutral shift position to the forward or reverse shift position.

[0103] The indicator 114 may include, for example, LED (light emitting diode) elements. In this example, the indicator 114 includes a status indicator 115 and a battery indicator 116. The status indicator 115 can indicate a plurality of statuses depending on the light color and / or the light emitting state thereof. For example, the status indicator 115 may indicate the pairing mode by a blue light blinking, a communication establishment state (the establishment of the communication with the communication unit 60) by a green light blinking, and a communication disconnection state (the disconnection of the communication with the communication unit 60) by a red light blinking. The battery indicator 116 can indicate a battery level by the light color and / or the light emitting state thereof. For example, the battery indicator 116 may indicate a near full charge level (High) by a green light blinking, an intermediate charge level (Mid) by an orange light blinking, and a low charge level (Low) by a red light blinking.

[0104] The captain tag Tc and the passenger tag Tp are preferably identifiable by their obviously different appearances. For example, the captain tag Tc and the passenger tag Tp may be clearly distinguishable from each other with their cases 112 and / or MOB buttons 113 differently colored.

[0105] The captain tag Tc includes a function which is not available for the passenger tag Tp. Specifically, the captain tag Tc includes a function of generating an emergency stop signal (propulsion system stop signal) to the emergency stop the outboard motors 1 (watercraft propulsion system). When the MOB button 113 of the captain tag Tc is long-pressed, for example, the captain tag Tc transmits the emergency stop signal to the communication unit 60.

[0106] Upon reception of the emergency stop signal, the communication unit 60 notifies the watercraft maneuvering controller 50 about the reception of the emergency stop signal. In response to the notification, the watercraft maneuvering controller 50 performs an emergency stop control process (engine stop control operation) to perform an emergency stop of the engines 11 of the outboard motors 1. Specifically, the watercraft maneuvering controller 50 provides an emergency stop command to the propulsion system controller 55. In response to the emergency stop command, the propulsion system controller 55 provides an engine stop command to the outboard motor ECUs 21 such that the engines 11 of the outboard motors 1 are stopped. Thus, the user carrying the captain tag Tc, i.e., the captain, can urgently stop the propulsion system by operating the captain tag Tc to stop the generation of the propulsive forces. In this example embodiment, the MOB button 113 is an example of the emergency stop operator.

[0107] FIG. 6 is a flowchart for the description of an exemplary process to be performed by the watercraft maneuvering controller 50. The exemplary process shown in FIG. 6 is performed to enable and disable a watercraft maneuvering control operation in response to the operation of the portable watercraft maneuvering device 70.

[0108] The watercraft maneuvering controller 50 can wirelessly communicate with the portable watercraft maneuvering device 70 via the communication unit 60. Further, the watercraft maneuvering controller 50 can acquire information about the tags T from the communication unit 60. This information includes information about whether or not the captain tag Tc is in the active state. The active state means a state such that the captain tag Tc is communicable (paired) with the communication unit 60 with its power on. In this example embodiment, the captain tag Tc is set in the protected mode, and is covered by an overboard protection scheme. This is also applicable to the passenger tag Tp.

[0109] Further, the watercraft maneuvering controller 50 regards either the main station ST or the portable watercraft maneuvering device 70 as an active station, and responds to the operation of the watercraft maneuvering operators of the active station. A default active station is the main station ST. The watercraft maneuvering operators of the main station ST are the steering wheel 31, the acceleration levers 33, the joystick 36, the mode setting buttons 38, the mode setting switches 45a and the like. The watercraft maneuvering operators of the portable watercraft maneuvering device 70 are the joystick 78, the bow turning lever 89, the holding mode button 85, the autopilot button 87 and the like.

[0110] If the main station ST is the active station (branched downward in Step S1), the watercraft maneuvering controller 50 performs the watercraft maneuvering control operation according to the operation of the watercraft maneuvering operators of the main station ST (Step S2). The watercraft maneuvering control operation includes an output control operation to control the propulsive force outputs of the outboard motors 1, and a steering control operation to control the propulsive force directions of the outboard motors 1. In the output control operation, specifically, the engine rotation speed is controlled. In the steering control operation, specifically, the steering actuator 20 is controlled.

[0111] If the portable watercraft maneuvering device 70 is not the active station (branched downward in Step S1), the watercraft maneuvering controller 50 does not respond to the watercraft maneuvering command signal generated by the portable watercraft maneuvering device 70. That is, even if the watercraft maneuvering controller 50 receives the watercraft maneuvering command signal from the portable watercraft maneuvering device 70 (YES in Step S3), the watercraft maneuvering control operation based on the watercraft maneuvering command signal is disabled.

[0112] In this case, the watercraft maneuvering controller 50 performs a notification control operation (Step S8) to notify the portable watercraft maneuvering device 70 via the communication unit 60 that the portable watercraft maneuvering device 70 is in an inactive state (i.e., the portable watercraft maneuvering device 70 has no watercraft maneuvering priority). If the controller 90 of the portable watercraft maneuvering device 70 receives the notification about the inactive state, the controller 90 provides the notification to the captain. Specifically, the controller 90 notifies the captain about the inactive state of the portable watercraft maneuvering device 70. For the notification, the display 79 displays a massage about the inactive state. In this case, the captain can request the activation of the portable watercraft maneuvering device 70 (i.e., a watercraft maneuvering permission) to the watercraft maneuvering controller 50 by operating the joystick mode button 86. The display 79 of the portable watercraft maneuvering device 70 is an example of a notification unit.

[0113] When the portable watercraft maneuvering device 70 is in the inactive state, the operation of the portable watercraft maneuvering device 70 may be entirely disabled, but an operation irrelevant to the generation or the change of the propulsive forces may be permitted. Even if the portable watercraft maneuvering device 70 is in the inactive state, the operation of the portable watercraft maneuvering device 70 as the auxiliary input device may be permitted in the main station ST. For example, various setting operations which do not immediately affect the propulsive forces may be permitted.

[0114] If the joystick mode button 86 of the portable watercraft maneuvering device 70 is operated, the portable watercraft maneuvering device 70 requests the watercraft maneuvering permission to the watercraft maneuvering controller 50 via the communication unit 60. When the main station ST is the active station, the watercraft maneuvering controller 50 monitors whether or not the request for the watercraft maneuvering permission is received from the portable watercraft maneuvering device 70 (Step S4). If the request for the watercraft maneuvering permission is received (YES in Step S4), the watercraft maneuvering controller 50 shifts the active station from the main station ST to the portable watercraft maneuvering device 70 (Step S7) on a condition that predetermined shift conditions are satisfied (Steps S5 and S6).

[0115] The predetermined shift conditions include at least a condition such that the captain tag Tc is in the active state (Step S5). That is, the watercraft maneuvering controller 50 performs a tag state determining operation to determine whether or not the captain tag Tc is in the active state with reference to the information acquired from the communication unit 60 (Step S5). The active state of the captain tag Tc means a state such that the captain tag Tc is powered on and the wireless communication between the captain tag Tc and the communication unit 60 is established.

[0116] The predetermined shift conditions may include one or more of the following exemplary conditions (a) to (c) (Step S6) in addition to the condition such that the captain tag Tc is in the active state (Step S5). The shift conditions preferably include at least a condition such that the outboard motors 1 generate no propulsive force (specifically, the shift positions of the outboard motors 1 are the neutral shift positions).

[0117] (a) The outboard motors 1 generate no propulsive force.

[0118] (b) The operation positions of the acceleration levers 33 each fall within a neutral operation range.

[0119] (c) The joystick 36 is not operated (the joystick 36 is set at a neutral position or within an insensitive range around the neutral position).

[0120] If the communication with the captain tag Tc in the power-on state is established, the communication unit 60 determines that the captain tag Tc is in the active state. The communication unit 60 and the captain tag Tc are communicable with each other within a predetermined distance range. If the communication with the captain tag Tc is not established, therefore, the communication unit 60 determines that the captain tag Tc is not present within the predetermined distance range and that the captain tag Tc is in the inactive state, and registers tag state information indicating the inactive state of the captain tag Tc in the memory 62.

[0121] If it is determined, with reference to the tag state information of the communication unit 60, that the captain tag Tc is in the active state (YES in Step S5) and that the other shift conditions are satisfied (YES in Step S6), the watercraft maneuvering controller 50 shifts the active station to the portable watercraft maneuvering device 70 (Step S7).

[0122] If the captain tag Tc is in the inactive state (NO in Step S5), the watercraft maneuvering controller 50 performs the notification control operation to notify the portable watercraft maneuvering device 70 about the inactive state of the captain tag Tc via the communication unit 60 (Step S8). Upon the reception of the notification, the controller 90 of the portable watercraft maneuvering device 70 provides this notification to the captain. Specifically, the controller 90 causes the display 79 to display a message indicating that the station shift to the portable watercraft maneuvering device 70 is impossible and a message about the cause of the impossible station shift (indicating that the captain tag Tc is in the inactive state).

[0123] If the other shift conditions are not satisfied (NO in Step S6), the watercraft maneuvering controller 50 performs the notification control operation (Step S8) to notify the portable watercraft maneuvering device 70 about the unsatisfied shift conditions via the communication unit 60. Upon the reception of the notification, the controller 90 of the portable watercraft maneuvering device 70 provides the notification to the captain. Specifically, the controller 90 causes the display 79 to display a message indicating that the station shift to the portable watercraft maneuvering device 70 is impossible and a message about the cause of the impossible station shift (indicating the unsatisfied shift conditions).

[0124] When the portable watercraft maneuvering device 70 is the active station (branched rightward in Step S1), i.e., when the portable watercraft maneuvering device 70 has the watercraft maneuvering priority, the watercraft maneuvering controller 50 responds to the watercraft maneuvering command signal received from the portable watercraft maneuvering device 70 via the communication unit 60. That is, upon the reception of the watercraft maneuvering command signal from the portable watercraft maneuvering device 70 (YES in Step S9), the watercraft maneuvering controller 50 performs the watercraft maneuvering control operation according to the watercraft maneuvering command signal (Steps S10 and S11). That is, the watercraft maneuvering controller 50 performs the output control operation to control the magnitudes of the propulsive forces to be generated by the outboard motors 1 (Step S10) and performs the steering control operation to control the directions of the propulsive forces (Step S11) according to the watercraft maneuvering command signal received from the portable watercraft maneuvering device 70.

[0125] More specifically, the outputs and the steering angles of the outboard motors 1 are controlled according to the operation of the joystick 78 of the portable watercraft maneuvering device 70 so that a propulsive force having a magnitude and a direction corresponding to the operation amount (inclination amount) and the operation direction (inclination direction) of the joystick 78 can be applied to the hull 101 (Steps S10 and S11). Further, the outputs and the steering angles of the outboard motors 1 are controlled according to the operation of the bow turning lever 89 of the portable watercraft maneuvering device 70 so that a propulsive force required to generate a bow turning moment according to the operation amount (inclination amount) and the operation direction (pivot direction) of the bow turning lever 89 can be applied to the hull 101 (Steps S10 and S11).

[0126] When the holding mode button 85 of the portable watercraft maneuvering device 70 is operated, the watercraft maneuvering command signal indicating the holding command is transmitted to the communication unit 60 from the portable watercraft maneuvering device 70. Upon the reception of the watercraft maneuvering command signal (holding command) (YES in Step S9), the watercraft maneuvering controller 50 controls the outputs and the steering angles of the outboard motors 1 so that the watercraft 100 can behave according to the holding command (Steps S10 and S11). Further, when the autopilot button 87 of the portable watercraft maneuvering device 70 is operated, the portable watercraft maneuvering device 70 transmits a watercraft maneuvering command signal for the autopilot command to the communication unit 60. Upon the reception of the watercraft maneuvering command signal (autopilot command) (YES in Step S9), the watercraft maneuvering controller 50 controls the outputs and the steering angles of the outboard motors 1 so that the watercraft 100 can behave according to the autopilot command (Steps S10 and S11).

[0127] If the predetermined station shift conditions are satisfied (YES in Step S12) when the portable watercraft maneuvering device 70 is the active station, the active station is shifted from the portable watercraft maneuvering device 70 to the main station ST (Step S13), so that the portable watercraft maneuvering device 70 is brought into the inactive state. For example, the active station may be shifted from the portable watercraft maneuvering device 70 to the main station ST in response to the operation of the steering wheel 31, the acceleration levers 33 or the joystick button 37 in the main station ST. Alternatively, a station button (not shown) may be provided in the main station ST and, in response to the operation of the station button, the active station may be shifted from the portable watercraft maneuvering device 70 to the main station ST. The active station shift from the portable watercraft maneuvering device 70 may be permitted if at least one of the following station shift conditions (A) or (B) is satisfied.

[0128] (A) The outboard motors 1 generate no propulsive force (the shift positions of the outboard motors 1 are neutral).

[0129] (B) Neither the joystick 78 nor the bow turning lever 89 is operated (the joystick 78 and the bow turning lever 89 are each set at the neutral position or within an insensitive range around the neutral position).

[0130] FIG. 7 is a flowchart for the description of another exemplary process to be performed by the watercraft maneuvering controller 50.

[0131] The operation buttons 80 provided on the portable watercraft maneuvering device 70 include the start / stop button 82 operable to start and stop the outboard motors 1. If the start / stop button 82 is operated, the portable watercraft maneuvering device 70 transmits the propulsion system command signal indicating the start / stop of the outboard motors 1 to the communication unit 60, and the propulsion system command signal is inputted to the watercraft maneuvering controller 50 from the communication unit 60.

[0132] If the portable watercraft maneuvering device 70 is the active station (YES in Step S21), the watercraft maneuvering controller 50 performs the propulsion system control operation to start or stop the outboard motors 1 (Steps S23, S24 and S25) in response to the propulsion system command signal received from the portable watercraft maneuvering device 70 (YES in Step S22).

[0133] That is, when the outboard motors 1 are in the propulsive force generatable state, more specifically, when the engines 11 are in an ON state (ON in Step S23), the watercraft maneuvering controller 50 regards the propulsion system command signal as a stop command, and provides the stop command to the outboard motors 1 to stop the outboard motors 1, i.e., to stop the engines 11 (Step S24). Specifically, the stop command is provided to the outboard motor ECUs 21 via the propulsion system controller 55, and the outboard motor ECUs 21 perform a control operation to stope the engine. When the outboard motors 1 are in the propulsive force non-generation state, more specifically, when the engines 11 are in an OFF state (OFF in Step S23), on the other hand, the watercraft maneuvering controller 50 regards the propulsion system command signal as a start command, and provides the start command to the outboard motors 1 to start the outboard motors 1, i.e., to start the engines 11 (Step S25). Specifically, the start command is provided to the outboard motor ECUs 21 via the propulsion system controller 55, and the outboard motor ECUs 21 perform a control operation to start the engine.

[0134] Thus, the user of the portable watercraft maneuvering device 70 (captain) can start and stop the engines 11 as required by operating the portable watercraft maneuvering device 70 without returning to the main station ST. When the user (captain) notices the malfunction of the outboard motors 1, for example, the user (captain) can immediately stop the operation of the outboard motors 1 by operating the portable watercraft maneuvering device 70. Further, when the outboard motors 1 are stopped (for example, engine stall occurs) during the watercraft maneuvering operation using the portable watercraft maneuvering device 70 for docking or the like, for example, the user (captain) can immediately restart the outboard motors 1 (restart the engines) by operating the portable watercraft maneuvering device 70 without returning to the main station ST.

[0135] FIG. 8 is a flowchart for the description of another exemplary process to be performed by the watercraft maneuvering controller 50.

[0136] The communication unit 60 performs the overboard event determination process to determine whether the captain tag Tc and the passenger tag Tp are present on the watercraft (more specifically, whether the captain tag Tc and the passenger tag Tp can be detected within the predetermined range including the onboard range) based on the state of the communication with the tags T. If the communication with any of the tags T is disconnected, the communication unit 60 notifies the watercraft maneuvering controller 50 about the occurrence of the overboard event. The notification includes information about a tag T carried by a user falling overboard, and particularly includes information distinguishably indicating the captain tag Tc or the passenger tag Tp.

[0137] If the watercraft maneuvering controller 50 is notified about the overboard event (YES in Step S31), the watercraft maneuvering controller 50 determines whether or not the captain tag Tc is involved in the overboard event (Step S32). If the captain tag Tc is involved in the overboard event (YES in Step S32), the watercraft maneuvering controller 50 performs the emergency stop control process to perform an emergency stop of the watercraft 100 (Step S33), and causes the display 47 to pop-up display a message about the occurrence of the overboard event (Step S34). If the captain tag Tc is not involved in the overboard event, i.e., if only the passenger tag Tp is involved in the overboard event (NO in Step S32), the watercraft maneuvering controller 50 skips the emergency stop control process (Step S33), and causes the display 47 to pop-up display the message about the occurrence of the overboard event (Step S34). An operation to be thereafter performed by the captain may be left to the captain's discretion.

[0138] Further, the watercraft maneuvering controller 50 determines whether or not the emergency stop signal is received from the captain tag Tc (Step S35). If the emergency stop signal is received (YES in Step S35), the watercraft maneuvering controller 50 performs the emergency stop control process (Step S33).

[0139] FIG. 9 is a flowchart for the description of a specific example of the emergency stop control process (Step S33 in FIG. 8).

[0140] In the emergency stop control process, the watercraft maneuvering controller 50 determines whether the captain or the passenger is left on the watercraft 100 based on the notification about the overboard event (Step S41, overboard event determination process). More specifically, the watercraft maneuvering controller 50 determines whether at least one of the tags T (the captain tag Tc and the passenger tag Tp) operating in the active state and in the protected mode is present on the watercraft 100 (i.e., whether at least one of the tags T is irrelevant to the overboard event). For the determination, the watercraft maneuvering controller 50 may communicate with the communication unit 60, as required, to acquire necessary information from the tag state information.

[0141] If it is determined that the captain or the passenger is left on the watercraft 100 (YES in Step S41), the watercraft maneuvering controller 50 performs a first deceleration control operation (Steps S42 to S44) to decelerate the watercraft 100 at a first deceleration rate having a relatively small absolute value by reducing the propulsive forces of the outboard motors 1 at a first reduction rate to stop the watercraft 100. On the other hand, if it is determined that neither the captain nor the passenger is left on the watercraft 100, i.e., if nobody is present on the watercraft 100 (NO in Step S41), the watercraft maneuvering controller 50 performs a second deceleration control operation (Step S45) to decelerate the watercraft 100 at a second deceleration rate having a relatively great absolute value (second deceleration rate >first deceleration rate) by reducing the propulsive forces of the outboard motors 1 at a second reduction rate greater than the first reduction rate to stop the watercraft 100.

[0142] The second deceleration control operation (Step S45) may be a control operation such that the generation of the propulsive forces by the outboard motors 1 is immediately stopped, more specifically, a control operation such that the operation of the engines 11 is immediately stopped. That is, the second deceleration control operation may be a control operation such that the engines 11 are immediately stopped irrespective of the speed range of the watercraft 100, e.g., irrespective of the throttle opening degrees and the rotation speeds of the engines 11.

[0143] The first deceleration control operation (Steps S42 to S44) may be a control operation such that the watercraft 100 is moderately decelerated at the first deceleration rate to a predetermined lower speed range by reducing the propulsive forces of the outboard motors 1 at the first reduction rate (Step S43) and, after the watercraft speed reaches the predetermined lower speed range (YES in Step S42), the generation of the propulsive forces by the outboard motors 1 is stopped (Step S44, engine stop control operation). That is, the first deceleration control operation may include a watercraft speed adaptive deceleration control operation to be performed to reduce the propulsive forces of the outboard motors 1 at a reduction rate adapted to the watercraft speed.

[0144] In the example of FIG. 9, the watercraft maneuvering controller 50 determines whether or not the watercraft speed falls within the predetermined lower speed range (Step S42). If the watercraft speed falls outside the predetermined lower speed range (NO in Step S42) and, therefore, falls within an intermediate speed range or a higher speed range, the watercraft maneuvering controller 50 gradually decelerates the watercraft speed at the first deceleration rate by reducing the propulsive forces of the outboard motors 1 at the first reduction rate (Step S43). For example, the watercraft maneuvering controller 50 may determine whether or not the watercraft speed falls within the lower speed range based on the throttle opening degrees and the rotation speeds of the engines 11. After the deceleration control operation is performed to decelerate the watercraft speed to the lower speed range (YES in Step S42), the watercraft maneuvering controller 50 stops the generation of the propulsive forces by the outboard motors 1 (Step S44). For example, the watercraft maneuvering controller 50 may change the shift positions of the outboard motors 1 to the neutral shift positions and then stop the engines 11.

[0145] If the watercraft speed falls within the lower speed range when the emergency stop signal is inputted (YES in Step S42), the generation of the propulsive forces by the outboard motors 1 may be immediately stopped, i.e., the engines 11 may be immediately stopped (Step S44, engine stop control operation), as in the second deceleration control operation. For the emergency stop of the watercraft 100 during the intermediate-to-higher speed traveling, the watercraft 100 is gradually decelerated to the lower speed range and then the engines 11 are stopped. Therefore, acceleration (deceleration) felt by the captain or the passenger on the watercraft 100 can be reduced.

[0146] The overboard event determination process (Step S41) may be performed only on the passenger tag Tp. In this case, the watercraft maneuvering controller 50 performs the first deceleration control operation (Steps S42 to S44) if at least one passenger tag Tp operating in the active state and in the protected mode is present on the watercraft 100. If it is determined that no passenger tag Tp operating in the active state and in the protected mode is present on the watercraft 100, the watercraft maneuvering controller 50 performs the second deceleration control operation (Step S45) irrespective of whether or not the captain tag Tc is involved in the overboard event (i.e., even if the captain tag Tc is present on the watercraft 100).

[0147] The emergency stop control process (Step S33) to be performed when the captain tag Tc is not involved in the overboard event (NO in Step S32 in FIG. 8) is based on the emergency stop signal (Step S35) generated by operating the captain tag Tc. The operator of the captain tag Tc, i.e., the captain, can recognize the emergency stop of the outboard motors 1 in advance and, therefore, can properly cope with a relatively great acceleration (deceleration) occurring due to the second deceleration control operation (Step S45).

[0148] In an example embodiment described above, the watercraft 100 includes the hull 101, the watercraft propulsion system (outboard motors 1) provided on the hull 101, and the watercraft maneuvering system 102. The watercraft maneuvering controller 50, the communication unit 60, and the propulsion system controller 55 define the controller that controls the outboard motors 1 and the like. The watercraft maneuvering controller 50 is wirelessly communicable with the portable watercraft maneuvering device 70 to be carried by the captain and with the captain tag Tc to be carried by the captain via the communication unit 60. The portable watercraft maneuvering device 70 includes the watercraft maneuvering operators (78, 85, 87, 89) operable to provide commands for the watercraft maneuvering operation associated with the propulsive force generation by the watercraft propulsion system, and generates the watercraft maneuvering command signal according to the operation of the watercraft maneuvering operators. The watercraft maneuvering controller 50 performs the tag state determining operation (Step S5) to determine whether or not the captain tag Tc is in the active state. When the captain tag Tc is in the active state, the watercraft maneuvering controller 50 shifts the active station to the portable watercraft maneuvering device 70 (Step S7). When the active station is the portable watercraft maneuvering device 70, the watercraft maneuvering controller 50 performs the watercraft maneuvering control operation (Steps S10 and S11) to control the watercraft propulsion system in response to the input of the watercraft maneuvering command signal from the portable watercraft maneuvering device 70. If it is determined that the captain tag Tc is in the inactive state, the watercraft maneuvering controller 50 does not permit the shift of the active station to the portable watercraft maneuvering device 70. In this case, the watercraft maneuvering control operation based on the watercraft maneuvering command signal applied from the portable watercraft maneuvering device 70 s disabled.

[0149] The watercraft maneuvering controller 50 is thus configured to receive the watercraft maneuvering command signal generated by the portable watercraft maneuvering device 70 after confirming that the captain tag Tc is in the active state. This makes it possible to permit the watercraft maneuvering operation using the portable watercraft maneuvering device 70 while providing protection against the overboard event.

[0150] In an example embodiment, the watercraft maneuvering controller 50 performs the notification control operation (Step S8) to notify the portable watercraft maneuvering device 70 about the inactive state of the captain tag Tc. In the notification control operation to be performed in this example embodiment, specifically, the watercraft maneuvering controller 50 notifies the portable watercraft maneuvering device 70 that the active station cannot be shifted to the portable watercraft maneuvering device 70 because of the inactive state of the captain tag Tc. The portable watercraft maneuvering device 70 includes the notification unit (display 79) that provides the notification to the captain upon the reception of the notification about the inactive state of the captain tag Tc. Thus, the user (captain) can easily recognize the inactive state of the captain tag Tc and, therefore, can perform the watercraft maneuvering operation using the portable watercraft maneuvering device 70 after bringing the captain tag Tc into the active state for the protection against the overboard event.

[0151] In an example embodiment, the portable watercraft maneuvering device 70 includes the course operator operable to provide the course command indicating the course of the watercraft 100. In this example embodiment, the joystick 78 and the bow turning lever 89 serve as the course operator. The portable watercraft maneuvering device 70 generates the watercraft maneuvering command signal (course command signal) according to the operation of the joystick 78 and / or the bow turning lever 89. The watercraft maneuvering controller 50 performs the watercraft maneuvering control operation (Steps S10 and S11) to control the outboard motors 1 (watercraft propulsion system) in response to the input of the watercraft maneuvering command signal from the portable watercraft maneuvering device 70. Further, the portable watercraft maneuvering device 70 includes the propulsion system switch operable to provide the start / stop command to start and / or stop the outboard motors 1 (watercraft propulsion system). In this example embodiment, the start / stop button 82 serves as the propulsion system switch. The portable watercraft maneuvering device 70 generates the propulsion system command signal according to the operation of the start / stop button 82 (propulsion system switch). The watercraft maneuvering controller 50 performs the propulsion system control operation (Steps S23, S24 and S25) to start and / or stop the outboard motors 1 (watercraft propulsion system) in response to the input of the propulsion system command signal from the portable watercraft maneuvering device 70. On the other hand, the captain tag Tc includes the emergency stop operator operable by the captain to generate the emergency stop signal to provide the emergency stop command to perform an emergency stop of the outboard motors 1 (watercraft propulsion system). In this example embodiment, the MOB button 113 serves as the emergency stop operator. The watercraft maneuvering controller 50 performs the emergency stop control process (Step S33) to stop the generation of the propulsive forces by the outboard motors 1 (watercraft propulsion system) in response to the input of the emergency stop signal from the captain tag Tc.

[0152] With this arrangement, the captain can provide the start / stop command for the start and the stop of the outboard motors 1 by operating the start / stop button 82 of the portable watercraft maneuvering device 70 and, in addition, can stop the outboard motors 1 by operating the MOB button 113 of the captain tag Tc. Since two operators provide the stop command to stop the generation of the propulsive forces by the outboard motors 1, the stop command can be easily provided even for the emergency stop. Even if the captain unintentionally releases the portable watercraft maneuvering device 70, for example, the captain can stop the outboard motors 1, as required, by operating the MOB button 113 of the captain tag Tc.

[0153] In an example embodiment, the watercraft maneuvering controller 50 performs the watercraft speed adaptive deceleration control operation (Steps S42 to S44) to reduce the propulsive forces generated by the outboard motors 1 at a reduction rate adapted to the watercraft speed to stop the generation of the propulsive forces by the outboard motors 1 in the emergency stop control process (Step S33). This makes it possible to stop the outboard motors 1 while reducing deceleration felt by the watercraft occupants.

[0154] In an example embodiment, the watercraft maneuvering system 102 further includes the passenger tag Tp to be carried by the watercraft occupant other than the captain and wirelessly communicable with the controller (the watercraft maneuvering controller 50 and the communication unit 60). The controller (the watercraft maneuvering controller 50 and the communication unit 60) performs the overboard event determination process (Steps S31 and S41) to determine whether the captain tag Tc and the passenger tag Tp are present on the watercraft 100 (whether the captain tag Tc and the passenger tag Tp can be detected within the predetermined range including the onboard range). In the emergency stop control process, the controller (the watercraft maneuvering controller 50 and the communication unit 60) performs the first deceleration control operation (Steps S42 to S44) to reduce the propulsive forces of the outboard motors 1 (watercraft propulsion system) at the first reduction rate if it is determined that the passenger tag Tp is present on the watercraft 100 (if it is determined that the passenger tag Tp is detected within the predetermined range), and performs the second deceleration control operation (Step S45) to reduce the propulsive forces of the outboard motors 1 (watercraft propulsion system) at the second reduction rate greater than the first reduction rate if it is determined that the passenger tag Tp is absent from the watercraft 100.

[0155] With this arrangement, the first deceleration control operation is performed if the passenger is present on the watercraft 100, and the second deceleration control operation is performed if the passenger is absent from the watercraft 100. This reduces the deceleration felt by the passenger when the emergency stop control process is performed.

[0156] In an example embodiment, the controller (the watercraft maneuvering controller 50 and the communication unit 60) also performs the first deceleration control operation (Steps S42 to S44) in the emergency stop control process if it is determined that the captain tag Tc is present on the watercraft 100, and performs the second deceleration control operation (Step S45) in the emergency stop control process if it is determined that neither the captain tag Tc nor the passenger tag Tp is present on the watercraft 100. Therefore, the first deceleration control operation is also performed if only the captain is left on the watercraft 100, and the second deceleration control operation is performed if nobody is left on the watercraft 100. This reduces the deceleration felt by the captain when the emergency stop control process is performed.

[0157] In an example embodiment, however, the emergency stop control process to be performed when the captain tag Tc is present on the watercraft 100 is based on the operation of the MOB button 113 of the captain tag Tc (Steps S31, S35 and S33). Thus, the captain is ready for the emergency stop control process. If only the captain tag Tc is detected on the watercraft 100, therefore, the outboard motors 1 may be promptly stopped by performing the second deceleration control operation without performing the first deceleration control operation.

[0158] In an example embodiment, the controller (the watercraft maneuvering controller 50 and the communication unit 60) performs the overboard event determination process (Steps S31 and S32) to determine whether the captain tag Tc and the passenger tag Tp are present on the watercraft 100 (whether the captain tag Tc and the passenger tag Tp can be detected within the predetermined range including the onboard range). If it is determined in the overboard event determination process that the captain tag Tc is absent from the watercraft 100 and, therefore, is involved in the overboard event (YES in Step S32), the controller (the watercraft maneuvering controller 50 and the communication unit 60) performs the emergency stop control process (Step S33) even without the input of the emergency stop signal.

[0159] With this arrangement, the emergency stop control process is performed if the overboard event of the captain is detected. Thus, the outboard motors 1 can be reliably stopped.

[0160] FIG. 10 is a flowchart for the description of a modified example embodiment, showing a modification of the process shown in FIG. 6. In FIG. 10, the same steps as in FIG. 6 will be denoted by the same reference characters as in FIG. 6.

[0161] In this modified example, the portable watercraft maneuvering device 70 includes a distance sensor 98 (indicated by a two-dot-and-dash line in FIG. 4) that measures a distance between the portable watercraft maneuvering device 70 and the captain tag Tc. The distance sensor 98 is merely required to be able to detect whether or not the captain tag Tc is present within a predetermined distance range from the portable watercraft maneuvering device 70. For example, the distance sensor 98 may be configured to detect whether or not the captain tag Tc is present within the predetermined distance range based on whether or not the distance sensor 98 can receive radio waves generated by the captain tag Tc. The predetermined distance range is preferably set so that the user of the portable watercraft maneuvering device 70 (captain) can confirm that the user (captain) carries the captain tag Tc. For example, the predetermined distance range may be a distance range within about 1 meter from the portable watercraft maneuvering device 70.

[0162] The watercraft maneuvering controller 50 acquires, from the portable watercraft maneuvering device 70 via the communication unit 60, information indicating whether or not the captain tag Tc is present within the predetermined distance range. Upon the reception of the request for the watercraft maneuvering permission from the portable watercraft maneuvering device 70 (Step S4), the watercraft maneuvering controller 50 determines whether or not the captain tag Tc is in the active state (Step S5), and determines whether or not the captain tag Tc is present within the predetermined distance range (Step S5A). The watercraft maneuvering controller 50 further determines, as required, whether or not the other shift conditions are satisfied (Step S6). If these determinations are affirmative, the watercraft maneuvering controller 50 determines that the shift conditions are satisfied, and shifts the active station from the main station ST to the portable watercraft maneuvering device 70. Therefore, the watercraft maneuvering controller 50 thereafter performs the watercraft maneuvering control operation (Steps S9 to S11) in response to the watercraft maneuvering command signal inputted from the portable watercraft maneuvering device 70.

[0163] In this modified example, if the captain tag Tc is in the active state (YES in Step S5) but the captain tag Tc is not present within the predetermined distance range from the portable watercraft maneuvering device 70 (NO in Step S5A), the active station is not shifted to the portable watercraft maneuvering device 70. Therefore, the watercraft maneuvering control operation based on the watercraft maneuvering command signal from the portable watercraft maneuvering device 70 is disabled. Thus, the watercraft maneuvering operation using the portable watercraft maneuvering device 70 is permitted only when the captain assuredly carries the captain tag Tc.

[0164] If the captain tag Tc is not present within the predetermined distance range from the portable watercraft maneuvering device 70 (NO in Step S5A), the watercraft maneuvering controller 50 performs the notification control operation to notify the portable watercraft maneuvering device 70 via the communication unit 60 that the captain tag Tc is not present within the predetermined distance range (Step S8). Upon the reception of the notification, the controller 90 of the portable watercraft maneuvering device 70 provides the notification to the captain. Specifically, the controller 90 causes the display 79 to display a message indicating that the station shift to the portable watercraft maneuvering device 70 is impossible and a message about the cause of the impossible station shift (indicating that the captain tag Tc is not present within the predetermined distance range).

[0165] FIG. 11 is a flowchart for the description of another modified example embodiment, showing a modification of the process shown in FIG. 8. In FIG. 11, the same steps as in FIG. 8 will be denoted by the same reference characteristics as in FIG. 8.

[0166] In this modified example, if the notification about the overboard event is provide from the communication unit 60 (YES in Step S31), the watercraft maneuvering controller 50 performs the emergency stop control process (Step S33) without determining whether or not the captain tag Tc is involved in the overboard event (Step S32 in FIG. 8). That is, if it is determined that at least one of the captain tag Tc and the passenger tag Tp is absent from the watercraft 100, the watercraft maneuvering controller 50 performs the emergency stop control process (Step S33) even without the input of the emergency stop signal (Step S35).

[0167] Thus, if the overboard event occurs, the emergency stop control process is performed irrespective of whether the captain or the passenger is involved in the overboard event.

[0168] Programs for the process shown in FIG. 8 and for the process shown in FIG. 11 may be both installed in the watercraft maneuvering controller 50, and either of these processes may be selected by operating the touch panel 47a or the like.

[0169] While example embodiments of the present invention have thus been described, the present invention may be embodied in some other ways.

[0170] In an example embodiment described above, the engine outboard motors each including the engine 11 as the drive source thereof are mainly described as the outboard motors 1 by way of example. Alternatively, as previously described, electric propulsion systems such as electric outboard motors may be used as the watercraft propulsion systems. The electric propulsion systems each include an electric motor as the drive source thereof. The watercraft propulsion systems may be any of various types such as inboard motors, inboard / outboard motors, and waterjet propulsion devices besides the outboard motors.

[0171] In an example embodiment described above, the watercraft maneuvering controller 50 and the communication unit 60 serve as the controller that is wirelessly communicable with the portable watercraft maneuvering device 70 and the captain tag Tc by way of example, but the controller may be a physically unitary component or may be provided as three or more separate components.

[0172] In an example embodiment described above, the watercraft maneuvering controller 50 is configured to control the outboard motors 1 via the propulsion system controller 55, but the watercraft maneuvering controller 50 and the propulsion system controller 55 may be unified into a single controller or, conversely, may be provided as three or more separate components.

[0173] In an example embodiment described above, the watercraft speed adaptive control operation (Steps S42 to S44 in FIG. 9) is performed in the emergency stop control process to gradually decelerate the watercraft speed at the first deceleration rate when the watercraft speed is not lower than the predetermined watercraft speed, and to stop the engines 11 (to decelerate the watercraft speed at the second deceleration rate) when the watercraft speed is lower than the predetermined watercraft speed. Alternatively, two or more speed thresholds may be provided, and three or more different deceleration rates adapted to different watercraft speed ranges may be used for the watercraft speed adaptive control operation. Further, the watercraft speed adaptive control operation may be used for the emergency stop control process (Step S45) when no watercraft occupant (neither the captain nor the passenger) is present on the watercraft 100.

[0174] While example embodiments of the present invention have been described above, it is to be understood that variations and modifications will be apparent to those skilled in the art without departing from the scope and spirit of the present invention. The scope of the present invention, therefore, is to be determined solely by the following claims.

Examples

Embodiment Construction

[0033]FIG. 1 is a diagram showing an exemplary structure of a watercraft 100 according to an example embodiment of the present invention.

[0034]The watercraft 100 includes a hull 101, and an outboard motor 1 provided on the hull 101 as an example of the watercraft propulsion system. In this example, two outboard motors 1 are attached to the stern 2 of the hull 101 and disposed side by side transversely of the hull 101.

[0035]The hull 101 includes a cabin 3 defined by an outer shell to provide a living space, and a deck 4 provided behind the cabin 3. The watercraft 100 includes a main station ST as one stationary watercraft maneuvering station (watercraft maneuvering areas). In FIG. 1, the watercraft 100 is illustrated as including a single stationary watercraft maneuvering station provided in the cabin 3 by way of example. Alternatively, the watercraft 100 may include a plurality of stationary watercraft maneuvering stations provided on the hull 101.

[0036]In this example embodiment, a...

CROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application claims the benefit of priority to Japanese Patent Application No. 2025-020293 filed on Feb. 10, 2025. The entire contents of this application are hereby incorporated herein by reference.BACKGROUND OF THE INVENTION1. Field of the Invention

[0002] The present invention relates to watercraft maneuvering systems and watercraft.2. Description of the Related Art

[0003] US 2023 / 0294805 A1 discloses a system that detects the overboard event of a watercraft occupant by utilizing wireless communication between a fob carried by the watercraft occupant and a communication unit. The fob includes a watercraft operator fob to be carried by a watercraft operator, and a passenger fob to be carried by a passenger. In the system disclosed in US 2023 / 0294805 A1, a neutral maintaining control operation is performed to prevent a propulsion system from generating a propulsive force if the watercraft operator carrying the watercraft operator fob disembarks from the watercraft.SUMMARY OF THE INVENTION

[0004] The inventor of example embodiments of the present invention described and claimed in the present application conducted an extensive study and research regarding watercraft maneuvering systems, such as the one described above, and in doing so, discovered and first recognized new unique challenges and previously unrecognized possibilities for improvements as described in greater detail below.

[0005] In a watercraft maneuvering system disclosed in US 2023 / 0294805 A1, a watercraft maneuvering operation is performed by operating a steering wheel, a joystick, an acceleration lever and the like associated with a watercraft maneuvering seat.

[0006] The inventor of example embodiments of the present invention studied a portable watercraft maneuvering device to be carried by a watercraft operator on a watercraft to perform a watercraft maneuvering operation. In US 2023 / 0294805 A1, there is no description about such a portable watercraft maneuvering device, so that problems to be encountered when a portable watercraft maneuvering device is incorporated in the watercraft maneuvering system are not discussed.

[0007] For example, there is a possibility that the portable watercraft maneuvering device is unintentionally released from the watercraft operator due to its portability. In consideration of such a situation, it is preferred to provide an emergency watercraft stopping measure.

[0008] Example embodiments of the present invention provide watercraft maneuvering systems that include portable watercraft maneuvering devices that are able to properly perform an emergency watercraft stopping operation, and watercraft including the watercraft maneuvering systems.

[0009] In order to overcome the previously unrecognized and unsolved challenges described above, an example embodiment of the present invention provides a watercraft maneuvering system including a controller configured or programmed to control a watercraft propulsion system that generates a propulsive force to be applied to a watercraft, a portable watercraft maneuvering device to be carried by a captain and wirelessly communicable with the controller, and a captain tag to be carried by the captain and wirelessly communicable with the controller.

[0010] In an example embodiment of the present invention, the portable watercraft maneuvering device includes a course operator operable to provide a course command indicating the course of the watercraft, and a propulsion system switch operable to provide a start / stop command to start and / or stop the watercraft propulsion system. The portable watercraft maneuvering device generates a watercraft maneuvering command signal according to the operation of the course operator. The portable watercraft maneuvering device generates a propulsion system command signal according to the operation of the propulsion system switch. The captain tag includes an emergency stop operator operable by the captain to generate an emergency stop signal to provide an emergency stop command to perform an emergency stop of the watercraft propulsion system. The controller is configured or programmed to perform a watercraft maneuvering control operation to control the watercraft propulsion system in response to the input of the watercraft maneuvering command signal from the portable watercraft maneuvering device. The controller is configured or programmed to perform a propulsion system control operation to start and / or stop the watercraft propulsion system in response to the input of the propulsion system command signal from the portable watercraft maneuvering device. The controller is configured or programmed to perform an emergency stop control process to stop the generation of the propulsive force by the watercraft propulsion system in response to the input of the emergency stop signal from the captain tag.

[0011] In another example embodiment of the present invention, the controller is configured or programmed to perform a watercraft speed adaptive deceleration control operation to reduce the propulsive force generated by the watercraft propulsion system at a reduction rate adapted to a watercraft speed in the emergency stop control process to stop the generation of the propulsive force by the watercraft propulsion system.

[0012] In yet another example embodiment of the present invention, the watercraft maneuvering system further includes a passenger tag to be carried by a watercraft occupant other than the captain and wirelessly communicable with the controller. The controller is configured or programmed to perform an overboard event determination process to determine whether the captain tag and the passenger tag are present on the watercraft (e.g., whether the captain tag and the passenger tag can be detected within a predetermined range including an onboard range). The controller is configured or programmed to perform a first deceleration control operation to reduce the propulsive force of the watercraft propulsion system at a first reduction rate in the emergency stop control process if it is determined that the passenger tag is present on the watercraft. The controller is configured or programmed to perform a second deceleration control operation to reduce the propulsive force of the watercraft propulsion system at a second reduction rate greater than the first reduction rate in the emergency stop control process if it is determined that the passenger tag is absent from the watercraft.

[0013] In still another example embodiment of the present invention, the controller is configured or programmed to perform the first deceleration control operation in the emergency stop control process if it is determined that the captain tag is present on the watercraft. The controller is configured or programmed to perform the second deceleration control operation in the emergency stop control process if it is determined that neither the captain tag nor the passenger tag is present on the watercraft.

[0014] In yet another example embodiment of the present invention, the watercraft maneuvering system further includes a passenger tag to be carried by a watercraft occupant other than the captain and wirelessly communicable with the controller. The controller is configured or programmed to further perform an overboard event determination process to determine whether the captain tag and the passenger tag are present on the watercraft (e.g., whether the captain tag and the passenger tag can be detected within a predetermined range including an onboard range). The controller is configured or programmed to perform the emergency stop control process even without the input of the emergency stop signal if it is determined in the overboard event determination process that the captain tag is absent from the watercraft.

[0015] In still another example embodiment of the present invention, the watercraft maneuvering system further includes a passenger tag to be carried by a watercraft occupant other than the captain and wirelessly communicable with the controller. The controller is configured or programmed to further perform an overboard event determination process to determine whether the captain tag and the passenger tag are present on the watercraft (e.g., whether the captain tag and the passenger tag can be detected within a predetermined range including an onboard range). The controller is configured or programmed to perform the emergency stop control process even without the input of the emergency stop signal if it is determined in the overboard event determination process that at least one of the captain tag or the passenger tag is absent from the watercraft.

[0016] In yet another example embodiment of the present invention, the controller includes an onboard communicator that is wirelessly connected to (e.g., paired with) both the portable watercraft maneuvering device and the captain tag in a directly communicable manner.

[0017] In still another example embodiment of the present invention, the onboard communicator is further wirelessly connected to a passenger tag to be carried by a watercraft occupant other than the captain in a directly communicable manner.

[0018] In yet another example embodiment of the present invention, the watercraft propulsion system includes an engine propulsion system including an engine. The emergency stop control process includes an engine stop control operation to stop the operation of the engine.

[0019] Two or more of the features described above may be used in combination.

[0020] Still another example embodiment of the present invention provides a watercraft including a hull, a watercraft propulsion system on the hull, and a watercraft maneuvering system including any of the features described above.

[0021] The above and other elements, features, steps, characteristics and advantages of the present invention will become more apparent from the following detailed description of the example embodiments with reference to the attached drawings.BRIEF DESCRIPTION OF THE DRAWINGS

[0022] FIG. 1 is a diagram showing an exemplary structure of a watercraft according to an example embodiment of the present invention.

[0023] FIG. 2 is a block diagram showing a configuration of a watercraft maneuvering system provided on the watercraft by way of example.

[0024] FIGS. 3A, 3B and 3C are a front view, a rear view and, a left side view, respectively, of a portable watercraft maneuvering device by way of example.

[0025] FIG. 4 is a block diagram showing an electrical configuration of the portable watercraft maneuvering device.

[0026] FIG. 5 is a perspective view showing the structure of a tag by way of example.

[0027] FIG. 6 is a flowchart for describing an exemplary process to be performed by a watercraft maneuvering controller to enable and disable a watercraft maneuvering control operation in response to the operation of the portable watercraft maneuvering device.

[0028] FIG. 7 is a flowchart for describing another exemplary process to be performed by the watercraft maneuvering controller.

[0029] FIG. 8 is a flowchart for describing yet another exemplary process to be performed by the watercraft maneuvering controller.

[0030] FIG. 9 is a flowchart for describing a specific example of an emergency stop control process.

[0031] FIG. 10 is a flowchart for describing a modified example embodiment.

[0032] FIG. 11 is a flowchart for describing another modified example embodiment.DETAILED DESCRIPTION OF THE EXAMPLE EMBODIMENTS

[0033] FIG. 1 is a diagram showing an exemplary structure of a watercraft 100 according to an example embodiment of the present invention.

[0034] The watercraft 100 includes a hull 101, and an outboard motor 1 provided on the hull 101 as an example of the watercraft propulsion system. In this example, two outboard motors 1 are attached to the stern 2 of the hull 101 and disposed side by side transversely of the hull 101.

[0035] The hull 101 includes a cabin 3 defined by an outer shell to provide a living space, and a deck 4 provided behind the cabin 3. The watercraft 100 includes a main station ST as one stationary watercraft maneuvering station (watercraft maneuvering areas). In FIG. 1, the watercraft 100 is illustrated as including a single stationary watercraft maneuvering station provided in the cabin 3 by way of example. Alternatively, the watercraft 100 may include a plurality of stationary watercraft maneuvering stations provided on the hull 101.

[0036] In this example embodiment, a steering wheel 31, acceleration levers 33, and a joystick 36 are provided in the main station ST. The steering wheel 31 is operable to steer the watercraft 100, and the acceleration levers 33 are operable to adjust a propulsive force. The joystick 36 is operable to steer the watercraft 100 and adjust the propulsive force. A watercraft maneuvering operation is generally performed by operating the steering wheel 31 and the acceleration levers 33. The joystick 36 is mainly used for a watercraft maneuvering operation when the azimuth and / or the position of the watercraft 100 are finely adjusted during docking and undocking and during fishing at a fishing spot or the like. Of course, the watercraft maneuvering operation using the joystick 36 is not limited to the adjustment of the azimuth and / or the position of the watercraft 100 during low-speed traveling, and the joystick 36 may be used for the watercraft maneuvering operation during intermediate-speed and high-speed cruising.

[0037] The main station ST is an area (i.e., a watercraft maneuvering area) in which a watercraft operator performs the watercraft maneuvering operation. In the example of FIG. 1, a driver seat 30 on which the watercraft operator sits is provided in the main station ST. In some cases, no driver seat 30 is provided in the main station ST.

[0038] The term “watercraft operator” is a user who performs the watercraft maneuvering operations, and typically means a captain in the case of a small-scale watercraft. The term “captain” herein includes a watercraft operator or a user who performs the watercraft maneuvering operation. Further, a watercraft occupant other than the captain is herein called “passenger” who is discriminated from the captain. The term “passenger” is herein defined as including crew staff and other passengers. The term “watercraft occupant” is defined as including the captain and the passenger.

[0039] A lanyard switch 39 is provided in the main station ST. The lanyard switch 39 is connected to one end of a lanyard cable 40. The other end of the lanyard cable 40 is connected to the captain. If the captain happens to fall overboard, the lanyard switch 39 is operated via the lanyard cable 40 to cancel the propulsive force. The terms and conditions of the use of the watercraft 100 and a watercraft maneuvering system 102 (see FIG. 2) specify that the lanyard switch 39 should be used with the lanyard cable 40 assuredly connected to the captain when the watercraft maneuvering operation is ordinarily performed by utilizing the main station ST of the watercraft 100.

[0040] In this example embodiment, the captain can perform the watercraft maneuvering operation not only by utilizing the main station ST but also by utilizing a portable watercraft maneuvering device 70 that can be carried by the captain. The captain can perform the watercraft maneuvering operation in an area of the hull 101 other than the main station ST by operating the portable watercraft maneuvering device 70. For example, the captain can perform the watercraft maneuvering operation by operating the portable watercraft maneuvering device 70 as required while spaced apart from the main station ST, for example, while fishing. Further, the captain can perform the watercraft maneuvering operation for docking or the like by operating the portable watercraft maneuvering device 70 while spaced apart from the main station ST and visually checking the behavior of the watercraft 100 during the docking or the like.

[0041] The portable watercraft maneuvering device 70 is typically used for the watercraft maneuvering operation during low-speed traveling for which the use of the joystick is suitable. Further, the portable watercraft maneuvering device 70 may be used as an auxiliary input device in the main station ST. The portable watercraft maneuvering device 70 is a kind of watercraft maneuvering station, i.e., serving as a portable or movable watercraft maneuvering station. That is, the portable watercraft maneuvering device 70 may serve as a substation.

[0042] The watercraft occupants on the watercraft 100 are each required to carry a tag T (also referred to as “fob”). Typically, the tag T is carried on the occupant's body. The tag T may be wearable, for example, on a wrist, a neck, a belt or clothing. The watercraft occupants are categorized as the captain or a passenger. A captain tag Tc is to be carried by the captain and passenger tags Tp are to be carried by the passengers prepared.

[0043] In this example embodiment, a novel station technology is provided, which allows the captain to perform the watercraft maneuvering operation using the portable watercraft maneuvering device 70 (wireless watercraft maneuvering device) without the use of the lanyard switch 39 while spaced apart from the main station ST. Examples of the watercraft maneuvering operation using the portable watercraft maneuvering device 70 include watercraft maneuvering operations to be performed to change the magnitude and the direction of the propulsive force and the course of the watercraft 100 during the low-speed traveling and to maintain the position of the watercraft 100. Restrictive conditions (use conditions) for the watercraft maneuvering operation using the portable watercraft maneuvering device 70 (wireless watercraft maneuvering device) without the use of the lanyard switch 39 include the following conditions (i) to (iv):

[0044] (i) The use of the portable watercraft maneuvering device 70 should be limited to a watercraft maneuvering operation to be performed when the watercraft 100 is in a stopped state (specifically, in an idling state) or in a very low speed traveling state.

[0045] (ii) The captain (watercraft operator) should carry both the portable watercraft maneuvering device 70 and the captain tag Tc on the body.

[0046] (iii) The portable watercraft maneuvering device 70 should be prevented from being separated a predetermined distance or farther from the captain tag Tc (watercraft operator) using a carrying aid such as a strap.

[0047] (iv) When the watercraft maneuvering operation is performed using the portable watercraft maneuvering device 70, a start / stop button 82 (see FIG. 3A) should be kept in a press ready state. The start / stop button 82 is an operation button provided on the main body of the portable watercraft maneuvering device 70 to provide a command to start and stop the generation of the propulsive force.

[0048] FIG. 2 is a block diagram showing the configuration of the watercraft maneuvering system 102 provided in the watercraft 100 by way of example.

[0049] The watercraft maneuvering system 102 includes the following functions (I) to (VI):

[0050] (I) If wireless communication with the portable watercraft maneuvering device 70 (wireless watercraft maneuvering device) is disconnected for some reason during the watercraft maneuvering operation using the portable watercraft maneuvering device 70, the watercraft 100 is brought into the idling state with the shift positions of the outboard motors 1 each set at a neutral shift position.

[0051] (II) If the portable watercraft maneuvering device 70 is fixed in a predetermined support position, it is considered that the intention of performing the watercraft maneuvering operation using the portable watercraft maneuvering device 70 is abandoned, and the watercraft 100 is automatically shifted from a watercraft maneuvering mode utilizing the portable watercraft maneuvering device 70 into a watercraft maneuvering mode utilizing the main station ST. The predetermined support position may be located, for example, in a cradle in which the portable watercraft maneuvering device 70 is charged.

[0052] (III) The engines 11 of the outboard motors 1 are started or stopped in response to the operation of the start / stop button 82 (see FIG. 3A) provided on the main body of the portable watercraft maneuvering device 70.

[0053] (IV) The engines 11 of the outboard motors 1 are stopped in response to a predetermined operation of a button provided on the captain tag Tc.

[0054] (V) When the fall-overboard (submersion) of the captain tag Tc is detected, the engines 11 of the outboard motors 1 are stopped.

[0055] (VI) When the fall-overboard (submersion) of the passenger tag Tp is detected, only a warning operation is performed or, alternatively, the engines 11 of the outboard motors 1 are stopped while the warning operation is performed.

[0056] The watercraft maneuvering system 102 includes the main station ST, the portable watercraft maneuvering device 70, and the tags T. In this example embodiment, the main station ST includes the steering wheel 31, a remote control unit 32, and a joystick unit 35.

[0057] The remote control unit 32 includes two acceleration levers 33 corresponding to the two outboard motors 1.

[0058] The joystick unit 35 includes the joystick 36, which can be inclined anteroposteriorly and laterally (i.e., in all 360-degree directions) and turned (twisted) about its axis. In this example, the joystick unit 35 further includes a joystick button 37. The joystick button 37 is operable by the captain when a control mode (watercraft maneuvering mode) utilizing the joystick 36, i.e., a joystick mode, is to be selected. In this example, the joystick unit 35 further includes mode setting buttons 38 operable by the captain to select position / azimuth holding control modes (examples of an automatic watercraft maneuvering control mode). More specifically, the mode setting buttons 38 include a mode setting button for a fixed point holding mode (Stay Point™) in which the position and the bow azimuth of the watercraft 100 are maintained, a mode setting button for a position holding mode (Fish Point™) in which the position of the watercraft 100 is maintained but the bow azimuth of the watercraft 100 is not maintained, and a mode setting button for an azimuth holding mode (Drift Point™) in which the bow azimuth of the watercraft 100 is maintained but the position of the watercraft 100 is not maintained.

[0059] The main station ST additionally includes a main switch 41, an all-switch 42, separate switches 43, an autopilot panel 45, a gauge 46, a display 47 and the like.

[0060] The main switch 41 is operable by the captain to turn on and off power supply to the watercraft maneuvering system 102. The all-switch 42 is operable by the captain to start or stop all the outboard motors 1. The separate switches 43 are operable by the captain to individually start or stop the respective outboard motors 1, and the number of the separate switches 43 corresponds to the number of the outboard motors 1.

[0061] The autopilot panel 45 includes a plurality of switches operable to start autopilot programs, for example, for automatic watercraft maneuvering operations. Specifically, the autopilot panel 45 may include mode setting switches 45a operable to start course holding (autopilot) control modes (other examples of the automatic watercraft maneuvering control mode). Specifically, the course holding control modes may include at least one of a bow holding mode (Heading Hold) in which the bow azimuth is maintained during forward traveling, a straight course holding mode (Course Hold) in which the bow azimuth is maintained and a straight course is maintained during forward traveling, a checkpoint following mode (Track Point) in which a course passing through predetermined checkpoints is followed, and a pattern traveling mode (Pattern Steer) in which a predetermined course pattern is followed. Examples of the course pattern to be followed in the pattern traveling mode include a zig-zag pattern and a spiral pattern.

[0062] The gauge 46 is an instrument that displays the operation states of the respective outboard motors 1. The display 47 displays various information. In this example embodiment, the display 47 is a multifunctional display including a touch panel 47a provided as an example of an input device on its surface, thus serving as a man-machine interface.

[0063] The watercraft maneuvering system 102 includes a watercraft maneuvering controller 50 for overall system control, and a propulsion system controller 55 that generates command signals to be provided to the outboard motors 1. The watercraft maneuvering controller 50 and the propulsion system controller 55 are connected to each other via an onboard network 56 in a communicable manner. The onboard network 56 is typically a CAN (Control Area Network).

[0064] The remote control unit 32 and the joystick unit 35 are connected to the onboard network 56. The autopilot panel 45, the gauge 46, and the display 47 are also connected to the onboard network 56. A GPS (Global Positioning System) receiver 25 (an example of a position sensor) that detects the position of the watercraft 100 and generates positional information is also connected to the onboard network 56. The GPS is an example of a GNSS (Global Navigation Satellite System) that measures a position on the earth by utilizing an artificial satellite.

[0065] The steering wheel 31 is connected to the propulsion system controller 55. Specifically, the operation angle signal of the steering wheel 31 is inputted to the propulsion system controller 55 via a steering signal line 59. Further, the main switch 41 is connected to the propulsion system controller 55 to input a power on / off command signal to the propulsion system controller 55. Further, the all-switch 42 and the separate switches 43 are also connected to the propulsion system controller 55 to input a propulsion system starting command signal and / or a propulsion system stopping command signal to the propulsion system controller 55.

[0066] The propulsion system controller 55 is connected to outboard motor ECUs 21 as the controllers of the respective outboard motors 1 (electronic control units, outboard motor controllers) via control signal lines 58. The propulsion system controller 55 transmits a steering command, a propulsive force command and the like to the respective outboard motors 1. In this example embodiment, the propulsive force command includes a shift command indicating the shift positions of the outboard motors 1, and an output command indicating the outputs (the magnitudes of the propulsive forces) of the outboard motors 1. Further, the propulsion system controller 55 receives various detection signals from the outboard motor ECUs 21 of the respective outboard motors 1. The detection signals to be received preferably include signals indicating the states of the respective outboard motors 1, particularly, shift position signals indicating the shift positions of the respective outboard motors 1. The signals indicating the states of the respective outboard motors 1 to be received from the outboard motor ECUs 21 by the propulsion system controller 55 may include signals indicating whether or not the engines 11 of the respective outboard motors 1 are driven (in operation), e.g., engine rotation speed signals indicating the rotation speeds of the engines.

[0067] The outboard motors 1 may each be an engine outboard motor (engine propulsion system) or an electric outboard motor (electric propulsion system). In FIG. 2, the engine outboard motors are shown by way of example. The outboard motors 1 each include the outboard motor ECU 21, the engine 11, a shift mechanism 12, a propeller 13, a steering mechanism 14 and the like. Power generated by the engine 11 is transmitted to the propeller 13 via the shift mechanism 12. The steering mechanism 14 laterally changes the direction of the propulsive force generated by the outboard motor 1, and turns the body of the outboard motor 1 leftward and rightward with respect to the hull 101 (see FIG. 1). The shift mechanism 12 is configured so that the shift position can be selected from a forward shift position, a reverse shift position and a neutral shift position. With the forward shift position selected, the propeller 13 is rotated in a normal rotation direction by the transmission of the rotation of the engine 11. With the reverse shift position selected, the propeller 13 is rotated in a reverse rotation direction by the transmission of the rotation of the engine 11. With the neutral shift position selected, the transmission of the power between the engine 11 and the propeller 13 is interrupted.

[0068] The outboard motors 1 each further include a starter motor 15, a fuel injector 16, a throttle actuator 17, an ignition device 18, a shift actuator 19, a steering actuator 20 and the like, which are controlled by the outboard motor ECU 21. The starter motor 15 is an electric motor that starts the engine 11. The fuel injector 16 injects a fuel to be combusted in the engine 11. The throttle actuator 17 is an electric actuator (typically including an electric motor) that actuates the throttle valve of the engine 11. The ignition device 18 ignites a mixed gas in the combustion chamber of the engine 11, and typically includes an ignition plug and an ignition coil. The shift actuator 19 actuates the shift mechanism 12. The steering actuator 20 is a drive source for the steering mechanism 14, and typically includes an electric motor. The steering actuator 20 may include a hydraulic device of an electric pump type.

[0069] The watercraft maneuvering controller 50 includes a processor 51 (arithmetic unit), a memory 52, a communication interface 53 and the like. The watercraft maneuvering controller 50 functions as various functional units by executing a program stored in the memory 52. Further, various data is stored in the memory 52. The onboard network 56 is connected to the communication interface 53. Thus, the watercraft maneuvering controller 50 can communicate with the propulsion system controller 55. Further, the watercraft maneuvering controller 50 can communicate with the remote control unit 32 and the joystick unit 35. The watercraft maneuvering controller 50 communicates with the gauge 46 via the onboard network 56 to transmit display data to the gauge 46. Further, the watercraft maneuvering controller 50 communicates with the display 47 via the onboard network 56 to receive an input signal from the touch panel 47a and to transmit a display command signal to the display 47.

[0070] As described above, the lanyard switch 39 is provided in the main station ST. The lanyard switch 39 is connected to the propulsion system controller 55. If the lanyard switch 39 is operated, the propulsion system controller 55 disables the outboard motors 1 from generating propulsive forces. Typically, the lanyard switch 39 is a kill switch that provides a command to stop the engines 11 of the outboard motors 1. In this case, if the captain connected to the lanyard cable 40 happens to fall overboard, the lanyard switch 39 is operated to stop the engines 11. The lanyard switch 39 may be connected directly to the outboard motor ECUs 21 and not via the propulsion system controller 55.

[0071] The watercraft maneuvering system 102 further includes a communication unit 60 that communicates with the portable watercraft maneuvering device 70 (through wireless communications) and communicates with the tags T (through wireless communications). The communication unit 60 is connected to the watercraft maneuvering controller 50 via the onboard network 56. As described above, the tags T include the captain tag Tc carried by the captain, and the passenger tag Tp carried by the passenger. The communication unit 60 includes a processor 61, a memory 62 and a transceiver 63. For example, the communication unit 60 transmits a query signal to all the tags T at a predetermined time interval (e.g., at an interval of 1 second). Upon reception of the query signal, the tags T respectively output response signals. The response signals are received by the communication unit 60. The response signals outputted from the tags T respectively include IDs (identification information) for the identification of the respective tags T. Thus, the communication unit 60 can identify the response signals outputted from the respective tags T.

[0072] The portable watercraft maneuvering device 70 can wirelessly communicate with the watercraft maneuvering controller 50 via the communication unit 60. Further, the tags T can wirelessly communicate with the communication unit 60. In this example embodiment, the communication unit 60 and the watercraft maneuvering controller 50 define the controller that is wirelessly communicable with the portable watercraft maneuvering device 70 and the tags T. The communication unit 60 is an example of the onboard communicator that can be wirelessly connected to each of the portable watercraft maneuvering device 70 and the tags T in a directly communicable manner. For example, the portable watercraft maneuvering device 70 and the tags T are each paired with the communication unit 60 in conformity with a predetermined wireless communication standard such as Bluetooth (registered trade name) to be connected to the communication unit 60 in a wirelessly communicable manner.

[0073] The IDs of the tags T to be carried by the watercraft occupants are preliminarily registered in the memory 62 of the communication unit 60. The processor 61 of the communication unit 60 compares the IDs received from the respective tags T by the transceiver 63 (hereinafter referred to as “reception IDs”) with the IDs registered in the memory 62 (hereinafter referred to as “registration IDs”). Based on the results of the comparison, the processor 61 checks whether or not all the reception IDs corresponding to the registration IDs are received. Based on the check result, the processor 61 determines whether or not an overboard event has occurred. If any of the reception IDs corresponding to the registration IDs is missing, there is a possibility that the overboard event has occurred. Therefore, the processor 61 transmits overboard information indicating the occurrence of the overboard event to the watercraft maneuvering controller 50. The overboard information includes, for example, a registration ID corresponding to the missing reception ID.

[0074] The ID of the captain tag Tc and the ID of the passenger tag Tp can be registered in a distinguishable manner in the memory 62. Therefore, the processor 61 can distinguish the overboard event of the captain from the overboard event of the passenger, and the overboard information can include information distinguishably indicating the overboard event of the captain or the overboard event of the passenger.

[0075] In this example embodiment, the communication unit 60 thus functions as an overboard sensor. A reference character 64 denotes the antenna of the transceiver 63. The communication unit 60 performs an overboard event determination process to determine whether or not the tags T are present on the watercraft 100 (more precisely, whether or not the tags T are present within a wireless communication range including an onboard range) based on whether or not the wireless communication can be established with each of the tags T. Then, the communication unit 60 transmits the overboard information to the watercraft maneuvering controller 50 if detecting the overboard event.

[0076] FIGS. 3A to 3C are diagrams showing the structure of the portable watercraft maneuvering device 70 by way of example. Particularly, FIGS. 3A, 3B, and 3C are a front view, a rear view, and a left side view, respectively, of the portable watercraft maneuvering device 70.

[0077] The portable watercraft maneuvering device 70 includes an elongated housing 71 configured so as to be held in one hand by the user (captain). The housing 71 has a laterally symmetrical shape so as to be held in one hand, i.e., in either the right hand or the left hand, by the user. In FIG. 3A, the front surface 72 of the housing 71 of the portable watercraft maneuvering device 70 is shown, which faces toward the user when the user holds the housing 71 of the portable watercraft maneuvering device 70 in one hand. Typically, the user holds the portable watercraft maneuvering device 70 in one hand in front of the user. At this time, the lower portion of the housing 71 is typically located closer to the user and the upper portion of the housing 71 is typically spaced apart from the user, as seen in FIG. 3A, with the front surface 72 facing up. In the following description, the upward, downward, leftward, rightward, forward, and rearward directions are defined based on the orientation of the portable watercraft maneuvering device 70 shown in FIG. 3A for convenience.

[0078] A joystick 78 is located at an upper portion of the front surface 72 of the housing 71. A display 79 such as liquid crystal display is located at a lower portion of the front surface 72 of the housing 71. A plurality of operation buttons 80 are located at an intermediate portion of the front surface 72 of the housing 71 between the joystick 78 and the display 79.

[0079] The housing 71 is designed so as to be held in one hand, i.e., in either the left hand or the right hand, by the user for the operation of the portable watercraft maneuvering device 70. Further, the housing 71 is designed on the assumption that the user holds the housing 71 in either the left hand or the right hand and operates the joystick 78 and the operation buttons 80 with the thumb. When the user holds the housing 71, therefore, the user's thumb is placed on the front surface 72 of the housing 71 and the user's palm is opposed to either of the left and right side surfaces 76 of the housing 71 with the back surface 73 of the housing 71 supported by user's four fingers other than the thumb. The lower portion and the intermediate portion of the front surface 72 of the housing 71 are generally flat, and the upper portion of the front surface 72 has a tilt surface 72a tilted toward the back surface 73. The joystick 78 projects generally orthogonally to the tilt surface 72a. The back surface 73 of the housing 71 has an elongated shape having a smaller width than the front surface 72, and is configured so that the user can easily hold the housing 71 with the fingers other than the thumb. The lower portion and the intermediate portion of the back surface 73 of the housing 71 are generally flat, and the upper portion of the back surface 73 includes a tilt portion 73a tilted away from the front surface 72, i.e., tilted rearward. The tilt portion 73a includes two step portions (lower and upper step portions) 74A, 74B. The shape of the back surface 73 is designed on the assumption that the user hooks the middle finger on the lower step portion 74A and places the ring finger below a projection 75 defined by the lower step portion 74A. The upper step portion 74B is designed so that the user's forefinger is placed thereon. A bow turning lever 89 for a bow turning operation is located at an upper end portion located on the transversely middle portion of the upper step portion 74B so that the user can operate the bow turning lever 89 with the forefinger. The upper step portion 74B has a tapered shape tapered upward to facilitate the bow turning operation.

[0080] The joystick 78 is operable to provide a command indicating the magnitude and the direction of the propulsive force to be applied to the watercraft 100, and is an exemplary watercraft maneuvering operator as well as an exemplary course operator. The joystick 78 is spring-biased so as to be maintained at a neutral position when it is not operated, and is inclinable upward, downward, leftward and rightward in any 360-degree direction from the neutral position. A sensor (not shown) is provided in association with the joystick 78 so that the operation amount (inclination amount) of the joystick 78 can be detected as a command value for the magnitude of the propulsive force and the operation direction (inclination direction) of the joystick 78 can be detected as a command value for the direction of the propulsive force. When the joystick 78 is operated, the portable watercraft maneuvering device 70 generates a watercraft maneuvering command signal, and transmits the watercraft maneuvering command signal to the communication unit 60. The watercraft maneuvering command signal includes a propulsive force command indicating the magnitude of the propulsive force and a course command (course command signal) indicating the direction of the propulsive force. The joystick 78 is located so that a center line 77 extending vertically through the transversely middle point of the front surface 72 of the housing 71 extends across the joystick 78. That is, the joystick 78 is located in the transversely middle portion of the housing 71 so that the user (captain) is able to operate the joystick 78 with the thumb when holding the housing 71 in one hand. Herein, the center line 77 is a phantom line which is parallel to the length of the elongated housing 71 and extends vertically through the transversely middle point of the housing 71.

[0081] The bow turning lever 89 is operable to provide a command indicating the bow turning of the watercraft 100, and is an exemplary watercraft maneuvering operator as well as an exemplary course operator. The bow turning lever 89 is spring-biased so as to be maintained at a neutral position when it is not operated, and is configured to be pivoted leftward and rightward from the neutral position within a predetermined angle range. A sensor (not shown) is provided in association with the bow turning lever 89 so that the operation amount (pivot amount) of the bow turning lever 89 can be detected as a command value indicating the magnitude of a bow turning moment and the operation direction of the bow turning lever 89 (a leftward pivot direction or a rightward pivot direction from the neutral position) can be detected as a command value indicating the direction (a rightward direction or a leftward direction) of the bow turning moment. When the bow turning lever 89 is operated, the portable watercraft maneuvering device 70 generates a watercraft maneuvering command signal, and transmits the watercraft maneuvering command signal to the communication unit 60. In this case, the watercraft maneuvering command signal is an example of the course command signal indicating the magnitude of the bow turning moment and the direction of the bow turning moment.

[0082] The operation buttons 80 include a lock / unlock button 81, the start / stop button 82, a point registration button 83, a utility button 84, a holding mode button 85, a joystick mode button 86, an autopilot button 87, a setting / thrust button 88 and the like.

[0083] The lock / unlock button 81 is operable to switch the operation buttons 80 between a lock state (in which the operation of the operation buttons 80 is disabled) and an unlock state (in which the operation of the operation buttons 80 is enabled). The careless operation (i.e., the misoperation) of the operation buttons 80 can be prevented by setting the operation buttons 80 in the lock state. The operation of the operation buttons to be described below is enabled in the unlock state.

[0084] The start / stop button 82 is an example of the propulsion system switch (the propulsion system button in this example embodiment) operable to start and stop the watercraft propulsion system (the outboard motors 1 in this example embodiment). If the start / stop button 82 is operated, the portable watercraft maneuvering device 70 generates a propulsion system command signal. If the start / stop button 82 is operated to generate the propulsion system command signal when the outboard motors 1 are out of operation (more specifically, when the engines 11 are off), the outboard motors 1 are started (more specifically, the engines 11 are started) to be brought into a propulsive force generatable state. That is, if the communication unit 60 receives the propulsion system command signal, the watercraft maneuvering controller 50 performs a propulsion system control operation to start the outboard motors 1 (more specifically, to start the engines 11). Further, if the start / stop button 82 is operated when the outboard motors 1 are in operation (more specifically, when the engines 11 are on), the outboard motors 1 are stopped (more specifically, the engines 11 are stopped) to be brought into a propulsive force non-generation state. That is, if the communication unit 60 receives the propulsion system command signal, the watercraft maneuvering controller 50 performs the propulsion system control operation to stop the outboard motors 1 (more specifically, to stop the engines 11).

[0085] The point registration button 83 is operable to register a geographical point. If the point registration button 83 is operated, the watercraft maneuvering controller 50 acquires the current positional information of the watercraft 100 from the GPS receiver 25 (see FIG. 2) and registers the acquired positional information in the memory 52. For example, the positional information of a good fishing point may be registered by operating the point registration button 83 at the good fishing point.

[0086] The utility button 84 is operable to perform a preset operation. In this example embodiment, the utility button 84 is a double function button to be used for an up / down function and for an on / off function, and includes an up / on button 841 and a down / off button 842. For example, the utility button 84 may be assigned an up / down function for the up and down of the power tilt / trim mechanisms of the outboard motors 1. In this case, a tilt / trim up operation can be performed by operating the up / on button 841, and a tilt / trim down operation can be performed by operating the down / off button 842. Further, the utility button 84 may be assigned an up / down function for the up and down of the anchor of an anchor winch provided on the watercraft 100. In this case, an anchor down operation can be performed by operating the down / off button 842, and an anchor up operation can be performed by operating the up / on button 841. Further, the utility button 84 may be assigned an on / off function for the on and off of a light provided on the watercraft 100. In this case, the light can be turned on by operating the up / on button 841, and can be turned off by operating the down / off button 842.

[0087] The holding mode button 85 is operable to provide a command indicating a holding operation. A holding mode for the holding operation can be preliminarily set. Examples of the holding mode to be set include the fixed point holding mode (Stay Point™), the position holding mode (Fish Point™), and the azimuth holding mode (Drift Point™). By operating the holding mode button 85, the holding operation can be performed in the mode preliminarily set. The holding mode button 85 is an exemplary watercraft maneuvering operator operable to provide a command indicating a watercraft maneuvering operation involving the generation of the propulsive force. Further, the holding mode button 85 is an exemplary holding operator operable to generate a holding command. Examples of the holding command include a fixed point holding command to be provided to maintain the position and the azimuth of the watercraft 100 when the fixed point holding mode (Stay Point™) is selected, a position holding command to be provided to maintain the position of the watercraft 100 when the position holding mode (Fish Point™) is selected, and an azimuth holding command to be provided to maintain the azimuth of the watercraft 100 when the azimuth holding mode (Drift Point™) is selected.

[0088] The joystick mode button 86 is operable to start the watercraft maneuvering operation using the joystick 78. If the joystick mode button 86 is operated when the watercraft maneuvering operation in the main station ST is in effect, the watercraft maneuvering state is shifted, under predetermined conditions, to a watercraft maneuvering state in which the watercraft maneuvering operation using the portable watercraft maneuvering device 70 is in effect. After the shift of the watercraft maneuvering state, the watercraft maneuvering operation can be performed by operating the joystick 78. Further, if the joystick mode button 86 is operated when the holding operation is performed by operating the holding mode button 85, the watercraft maneuvering mode is shifted from the holding mode into the joystick mode. A joystick holding operation may be enabled by long-pressing the joystick mode button 86. The joystick holding operation is an operation to be performed to maintain the operation state of the joystick 78. Specifically, by enabling the joystick holding operation while operating the joystick 78, a command indicating the operation state of the joystick 78 at this time (a command indicating the magnitude and the direction of the propulsive force) can be maintained. Even if the joystick 78 is not operated with the finger released therefrom, the command is maintained. The joystick holding operation can be cancelled by long-pressing the joystick mode button 86 or continuously inclining the joystick 78 rearward for a predetermined period or longer during the joystick holding operation.

[0089] The autopilot button 87 is operable to provide a command indicating a course holding (autopilot) control mode that has been previously set. Examples of the presettable course holding (autopilot) control mode for the command include the bow holding mode (Heading Hold), the straight course holding mode (Course Hold) and the like. The other course holding (autopilot) control modes previously described may be presettable. The automatic watercraft maneuvering operation can be performed in the preset control mode by operating the autopilot button 87. The adjustment of the bow azimuth in the bow holding mode and the adjustment of the course in the straight course holding mode may be achieved by operating the bow turning lever 89 or the joystick 78.

[0090] The setting / thrust button 88 is a double function button operable to set various items and for the adjustment (typically, the fine adjustment) of the propulsive force (thrust). The setting / thrust button 88 includes a menu button 881 operable to invoke a setting menu screen on the display 79, and a back button 882 operable to display a preceding menu screen on the display 79. In the autopilot control mode, the menu button 881 functions as a plus button operable to increase the thrust (thrust increasing button), and the back button 882 functions as a minus button operable to reduce the thrust (thrust reducing button). The plus button (881) serves as a speed increasing operator operable to slightly increase the watercraft speed in the autopilot control mode (more specifically, in the bow holding mode or in the straight course holding mode). Similarly, the minus button (882) serves as a speed reducing operator operable to slightly reduce the watercraft speed in the autopilot control mode (more specifically, in the bow holding mode or in the straight course holding mode).

[0091] Though not shown, the housing 71 preferably includes an attachment portion for a carrying aid such as a strap attachable to the body or the clothing of the user (captain). The use of the carrying aid prevents the portable watercraft maneuvering device 70 from being carelessly released from the user's hand.

[0092] FIG. 4 is a block diagram showing the electrical configuration of the portable watercraft maneuvering device 70.

[0093] The portable watercraft maneuvering device 70 includes a controller 90, a communicator 93, the operation buttons 80, the display 79, the joystick 78, the bow turning lever 89, a battery 94, a charging circuit 95 and the like. The controller 90 includes a processor 91 and a memory 92, and the processor 91 executes a program stored in the memory 92 to perform various functions.

[0094] Operation signals are inputted to the controller 90 from the operation buttons 80, the joystick 78 and the bow turning lever 89. The controller 90 generates a watercraft maneuvering command signal corresponding to an operation signal inputted thereto, and the watercraft maneuvering command signal is transmitted from the communicator 93 to the communication unit 60. Further, the controller 90 performs a process corresponding to a signal received from the communication unit 60 by the communicator 93. The controller 90 provides a display control signal to the display 79 to provide visual information to the user.

[0095] The battery 94 supplies operation power to the controller 90 and other electric / electronic components of the portable watercraft maneuvering device 70 requiring electric power. The charging circuit 95 is a circuit to be used to charge the battery 94. The charging circuit 95 may be connected to a wireless power receiving unit 96. The wireless power receiving unit 96 is magnetically coupled or electrically coupled to an external wireless power supply unit 97 to receive electric power supplied thereto. The wireless power supply unit 97 is typically connected to a main battery (not shown) provided in the hull 101, and is disposed in a proper location within the hull 101, for example, in the main station ST. The wireless power supply unit 97 may be incorporated in the cradle in which the portable watercraft maneuvering device 70 is retained at the predetermined support position.

[0096] FIG. 5 shows the structure of the tag T by way of example.

[0097] The tag T is attached to the body, the clothing or the like of the user using an attachment member 111. The attachment member 111 may be a belt to be wound around the user's wrist or a carabiner to be attached to the clothing or the like of the user. The tag T includes a case 112, a MOB button 113 provided on the front surface of the case 112, an indicator 114 provided on the front surface of the case 112, and a power button 117 provided on a side surface of the case 112. In this example, the case 112 is a flat water-proof container in which a battery (not shown, typically a button battery) is incorporated.

[0098] The tag T is turned on by operating (e.g., long-pressing) the power button 117 to be brought into an active state in which the tag T is wirelessly communicable with the communication unit 60. The communication with the communication unit 60 is short-range wireless communication such as based on Bluetooth (registered trade name). For example, a pairing mode is invoked by repeatedly short-pressing the power button 117 a plurality of times (e.g., three times), and a predetermined pairing operation is performed on the touch panel 47a of the display 47 (see FIG. 2). Thus, the communication unit 60 can be paired with the tag T. After the pairing, the wireless communication between the communication unit 60 and the tag T is enabled. The tag T includes an automatic power-off function. Therefore, if the communication with the communication unit 60 is kept disconnected for a predetermined period (e.g., one hour) or longer, the tag T is automatically turned off. If the power supply to the watercraft maneuvering system 102 is cut off, the tag T is automatically turned off after a lapse of the predetermined period from the cut off of the power supply. The tag T can be manually turned off by operating (e.g., long-pressing) the power button 117.

[0099] The MOB button 113 is operable by the user to enable and disable an overboard event detecting function. When the tag T is in the active state, a protected mode in which the overboard event detecting function is enabled or an unprotected mode in which the overboard event detecting function is disabled can be selected as the mode of the tag T by operating the MOB button 113.

[0100] Information to indicate the mode (the protected mode or the unprotected mode) of each of the tags T is stored in the memory62 of the communication unit 60. The communication unit 60 monitors the states of the communication with the tags T in the protected mode. For example, the communication unit 60 periodically transmits a monitoring signal to the tags T (e.g., at an interval of 1 second), and the tags T each transmit a response signal back to the communication unit 60 if receiving the monitoring signal. If any of the tags T is located apart from the communication unit 60 outside a communicable distance range and the response signal from that tag T is lost, the communication unit 60 determines that the user of that tag T has fallen overboard, and notifies the watercraft maneuvering controller 50 about the occurrence of the overboard event. The watercraft maneuvering controller 50 causes the display 47 to display (e.g., pop-up display) a message indicating that the user of that tag T has fallen overboard, and notifies the captain and other watercraft occupants about the occurrence of the overboard event.

[0101] The user of the tag T can disable the overboard event detecting function to set the tag T in the unprotected mode by operating the MOB button 113 in the protected mode. The unprotected mode is typically utilized when the user temporarily disembarks from the watercraft 100.

[0102] The communication unit 60 may include a function of automatically switching all the active tags T (with their power on) into the protected mode upon the generation of the propulsive forces by the outboard motors 1. More specifically, the watercraft maneuvering controller 50 provides information about the shift positions of the outboard motors 1 to the communication unit 60. The communication unit 60 may switch all the active tags T into the protected mode if the shift positions of the outboard motors 1 are each shifted from the neutral shift position to the forward or reverse shift position.

[0103] The indicator 114 may include, for example, LED (light emitting diode) elements. In this example, the indicator 114 includes a status indicator 115 and a battery indicator 116. The status indicator 115 can indicate a plurality of statuses depending on the light color and / or the light emitting state thereof. For example, the status indicator 115 may indicate the pairing mode by a blue light blinking, a communication establishment state (the establishment of the communication with the communication unit 60) by a green light blinking, and a communication disconnection state (the disconnection of the communication with the communication unit 60) by a red light blinking. The battery indicator 116 can indicate a battery level by the light color and / or the light emitting state thereof. For example, the battery indicator 116 may indicate a near full charge level (High) by a green light blinking, an intermediate charge level (Mid) by an orange light blinking, and a low charge level (Low) by a red light blinking.

[0104] The captain tag Tc and the passenger tag Tp are preferably identifiable by their obviously different appearances. For example, the captain tag Tc and the passenger tag Tp may be clearly distinguishable from each other with their cases 112 and / or MOB buttons 113 differently colored.

[0105] The captain tag Tc includes a function which is not available for the passenger tag Tp. Specifically, the captain tag Tc includes a function of generating an emergency stop signal (propulsion system stop signal) to the emergency stop the outboard motors 1 (watercraft propulsion system). When the MOB button 113 of the captain tag Tc is long-pressed, for example, the captain tag Tc transmits the emergency stop signal to the communication unit 60.

[0106] Upon reception of the emergency stop signal, the communication unit 60 notifies the watercraft maneuvering controller 50 about the reception of the emergency stop signal. In response to the notification, the watercraft maneuvering controller 50 performs an emergency stop control process (engine stop control operation) to perform an emergency stop of the engines 11 of the outboard motors 1. Specifically, the watercraft maneuvering controller 50 provides an emergency stop command to the propulsion system controller 55. In response to the emergency stop command, the propulsion system controller 55 provides an engine stop command to the outboard motor ECUs 21 such that the engines 11 of the outboard motors 1 are stopped. Thus, the user carrying the captain tag Tc, i.e., the captain, can urgently stop the propulsion system by operating the captain tag Tc to stop the generation of the propulsive forces. In this example embodiment, the MOB button 113 is an example of the emergency stop operator.

[0107] FIG. 6 is a flowchart for the description of an exemplary process to be performed by the watercraft maneuvering controller 50. The exemplary process shown in FIG. 6 is performed to enable and disable a watercraft maneuvering control operation in response to the operation of the portable watercraft maneuvering device 70.

[0108] The watercraft maneuvering controller 50 can wirelessly communicate with the portable watercraft maneuvering device 70 via the communication unit 60. Further, the watercraft maneuvering controller 50 can acquire information about the tags T from the communication unit 60. This information includes information about whether or not the captain tag Tc is in the active state. The active state means a state such that the captain tag Tc is communicable (paired) with the communication unit 60 with its power on. In this example embodiment, the captain tag Tc is set in the protected mode, and is covered by an overboard protection scheme. This is also applicable to the passenger tag Tp.

[0109] Further, the watercraft maneuvering controller 50 regards either the main station ST or the portable watercraft maneuvering device 70 as an active station, and responds to the operation of the watercraft maneuvering operators of the active station. A default active station is the main station ST. The watercraft maneuvering operators of the main station ST are the steering wheel 31, the acceleration levers 33, the joystick 36, the mode setting buttons 38, the mode setting switches 45a and the like. The watercraft maneuvering operators of the portable watercraft maneuvering device 70 are the joystick 78, the bow turning lever 89, the holding mode button 85, the autopilot button 87 and the like.

[0110] If the main station ST is the active station (branched downward in Step S1), the watercraft maneuvering controller 50 performs the watercraft maneuvering control operation according to the operation of the watercraft maneuvering operators of the main station ST (Step S2). The watercraft maneuvering control operation includes an output control operation to control the propulsive force outputs of the outboard motors 1, and a steering control operation to control the propulsive force directions of the outboard motors 1. In the output control operation, specifically, the engine rotation speed is controlled. In the steering control operation, specifically, the steering actuator 20 is controlled.

[0111] If the portable watercraft maneuvering device 70 is not the active station (branched downward in Step S1), the watercraft maneuvering controller 50 does not respond to the watercraft maneuvering command signal generated by the portable watercraft maneuvering device 70. That is, even if the watercraft maneuvering controller 50 receives the watercraft maneuvering command signal from the portable watercraft maneuvering device 70 (YES in Step S3), the watercraft maneuvering control operation based on the watercraft maneuvering command signal is disabled.

[0112] In this case, the watercraft maneuvering controller 50 performs a notification control operation (Step S8) to notify the portable watercraft maneuvering device 70 via the communication unit 60 that the portable watercraft maneuvering device 70 is in an inactive state (i.e., the portable watercraft maneuvering device 70 has no watercraft maneuvering priority). If the controller 90 of the portable watercraft maneuvering device 70 receives the notification about the inactive state, the controller 90 provides the notification to the captain. Specifically, the controller 90 notifies the captain about the inactive state of the portable watercraft maneuvering device 70. For the notification, the display 79 displays a massage about the inactive state. In this case, the captain can request the activation of the portable watercraft maneuvering device 70 (i.e., a watercraft maneuvering permission) to the watercraft maneuvering controller 50 by operating the joystick mode button 86. The display 79 of the portable watercraft maneuvering device 70 is an example of a notification unit.

[0113] When the portable watercraft maneuvering device 70 is in the inactive state, the operation of the portable watercraft maneuvering device 70 may be entirely disabled, but an operation irrelevant to the generation or the change of the propulsive forces may be permitted. Even if the portable watercraft maneuvering device 70 is in the inactive state, the operation of the portable watercraft maneuvering device 70 as the auxiliary input device may be permitted in the main station ST. For example, various setting operations which do not immediately affect the propulsive forces may be permitted.

[0114] If the joystick mode button 86 of the portable watercraft maneuvering device 70 is operated, the portable watercraft maneuvering device 70 requests the watercraft maneuvering permission to the watercraft maneuvering controller 50 via the communication unit 60. When the main station ST is the active station, the watercraft maneuvering controller 50 monitors whether or not the request for the watercraft maneuvering permission is received from the portable watercraft maneuvering device 70 (Step S4). If the request for the watercraft maneuvering permission is received (YES in Step S4), the watercraft maneuvering controller 50 shifts the active station from the main station ST to the portable watercraft maneuvering device 70 (Step S7) on a condition that predetermined shift conditions are satisfied (Steps S5 and S6).

[0115] The predetermined shift conditions include at least a condition such that the captain tag Tc is in the active state (Step S5). That is, the watercraft maneuvering controller 50 performs a tag state determining operation to determine whether or not the captain tag Tc is in the active state with reference to the information acquired from the communication unit 60 (Step S5). The active state of the captain tag Tc means a state such that the captain tag Tc is powered on and the wireless communication between the captain tag Tc and the communication unit 60 is established.

[0116] The predetermined shift conditions may include one or more of the following exemplary conditions (a) to (c) (Step S6) in addition to the condition such that the captain tag Tc is in the active state (Step S5). The shift conditions preferably include at least a condition such that the outboard motors 1 generate no propulsive force (specifically, the shift positions of the outboard motors 1 are the neutral shift positions).

[0117] (a) The outboard motors 1 generate no propulsive force.

[0118] (b) The operation positions of the acceleration levers 33 each fall within a neutral operation range.

[0119] (c) The joystick 36 is not operated (the joystick 36 is set at a neutral position or within an insensitive range around the neutral position).

[0120] If the communication with the captain tag Tc in the power-on state is established, the communication unit 60 determines that the captain tag Tc is in the active state. The communication unit 60 and the captain tag Tc are communicable with each other within a predetermined distance range. If the communication with the captain tag Tc is not established, therefore, the communication unit 60 determines that the captain tag Tc is not present within the predetermined distance range and that the captain tag Tc is in the inactive state, and registers tag state information indicating the inactive state of the captain tag Tc in the memory 62.

[0121] If it is determined, with reference to the tag state information of the communication unit 60, that the captain tag Tc is in the active state (YES in Step S5) and that the other shift conditions are satisfied (YES in Step S6), the watercraft maneuvering controller 50 shifts the active station to the portable watercraft maneuvering device 70 (Step S7).

[0122] If the captain tag Tc is in the inactive state (NO in Step S5), the watercraft maneuvering controller 50 performs the notification control operation to notify the portable watercraft maneuvering device 70 about the inactive state of the captain tag Tc via the communication unit 60 (Step S8). Upon the reception of the notification, the controller 90 of the portable watercraft maneuvering device 70 provides this notification to the captain. Specifically, the controller 90 causes the display 79 to display a message indicating that the station shift to the portable watercraft maneuvering device 70 is impossible and a message about the cause of the impossible station shift (indicating that the captain tag Tc is in the inactive state).

[0123] If the other shift conditions are not satisfied (NO in Step S6), the watercraft maneuvering controller 50 performs the notification control operation (Step S8) to notify the portable watercraft maneuvering device 70 about the unsatisfied shift conditions via the communication unit 60. Upon the reception of the notification, the controller 90 of the portable watercraft maneuvering device 70 provides the notification to the captain. Specifically, the controller 90 causes the display 79 to display a message indicating that the station shift to the portable watercraft maneuvering device 70 is impossible and a message about the cause of the impossible station shift (indicating the unsatisfied shift conditions).

[0124] When the portable watercraft maneuvering device 70 is the active station (branched rightward in Step S1), i.e., when the portable watercraft maneuvering device 70 has the watercraft maneuvering priority, the watercraft maneuvering controller 50 responds to the watercraft maneuvering command signal received from the portable watercraft maneuvering device 70 via the communication unit 60. That is, upon the reception of the watercraft maneuvering command signal from the portable watercraft maneuvering device 70 (YES in Step S9), the watercraft maneuvering controller 50 performs the watercraft maneuvering control operation according to the watercraft maneuvering command signal (Steps S10 and S11). That is, the watercraft maneuvering controller 50 performs the output control operation to control the magnitudes of the propulsive forces to be generated by the outboard motors 1 (Step S10) and performs the steering control operation to control the directions of the propulsive forces (Step S11) according to the watercraft maneuvering command signal received from the portable watercraft maneuvering device 70.

[0125] More specifically, the outputs and the steering angles of the outboard motors 1 are controlled according to the operation of the joystick 78 of the portable watercraft maneuvering device 70 so that a propulsive force having a magnitude and a direction corresponding to the operation amount (inclination amount) and the operation direction (inclination direction) of the joystick 78 can be applied to the hull 101 (Steps S10 and S11). Further, the outputs and the steering angles of the outboard motors 1 are controlled according to the operation of the bow turning lever 89 of the portable watercraft maneuvering device 70 so that a propulsive force required to generate a bow turning moment according to the operation amount (inclination amount) and the operation direction (pivot direction) of the bow turning lever 89 can be applied to the hull 101 (Steps S10 and S11).

[0126] When the holding mode button 85 of the portable watercraft maneuvering device 70 is operated, the watercraft maneuvering command signal indicating the holding command is transmitted to the communication unit 60 from the portable watercraft maneuvering device 70. Upon the reception of the watercraft maneuvering command signal (holding command) (YES in Step S9), the watercraft maneuvering controller 50 controls the outputs and the steering angles of the outboard motors 1 so that the watercraft 100 can behave according to the holding command (Steps S10 and S11). Further, when the autopilot button 87 of the portable watercraft maneuvering device 70 is operated, the portable watercraft maneuvering device 70 transmits a watercraft maneuvering command signal for the autopilot command to the communication unit 60. Upon the reception of the watercraft maneuvering command signal (autopilot command) (YES in Step S9), the watercraft maneuvering controller 50 controls the outputs and the steering angles of the outboard motors 1 so that the watercraft 100 can behave according to the autopilot command (Steps S10 and S11).

[0127] If the predetermined station shift conditions are satisfied (YES in Step S12) when the portable watercraft maneuvering device 70 is the active station, the active station is shifted from the portable watercraft maneuvering device 70 to the main station ST (Step S13), so that the portable watercraft maneuvering device 70 is brought into the inactive state. For example, the active station may be shifted from the portable watercraft maneuvering device 70 to the main station ST in response to the operation of the steering wheel 31, the acceleration levers 33 or the joystick button 37 in the main station ST. Alternatively, a station button (not shown) may be provided in the main station ST and, in response to the operation of the station button, the active station may be shifted from the portable watercraft maneuvering device 70 to the main station ST. The active station shift from the portable watercraft maneuvering device 70 may be permitted if at least one of the following station shift conditions (A) or (B) is satisfied.

[0128] (A) The outboard motors 1 generate no propulsive force (the shift positions of the outboard motors 1 are neutral).

[0129] (B) Neither the joystick 78 nor the bow turning lever 89 is operated (the joystick 78 and the bow turning lever 89 are each set at the neutral position or within an insensitive range around the neutral position).

[0130] FIG. 7 is a flowchart for the description of another exemplary process to be performed by the watercraft maneuvering controller 50.

[0131] The operation buttons 80 provided on the portable watercraft maneuvering device 70 include the start / stop button 82 operable to start and stop the outboard motors 1. If the start / stop button 82 is operated, the portable watercraft maneuvering device 70 transmits the propulsion system command signal indicating the start / stop of the outboard motors 1 to the communication unit 60, and the propulsion system command signal is inputted to the watercraft maneuvering controller 50 from the communication unit 60.

[0132] If the portable watercraft maneuvering device 70 is the active station (YES in Step S21), the watercraft maneuvering controller 50 performs the propulsion system control operation to start or stop the outboard motors 1 (Steps S23, S24 and S25) in response to the propulsion system command signal received from the portable watercraft maneuvering device 70 (YES in Step S22).

[0133] That is, when the outboard motors 1 are in the propulsive force generatable state, more specifically, when the engines 11 are in an ON state (ON in Step S23), the watercraft maneuvering controller 50 regards the propulsion system command signal as a stop command, and provides the stop command to the outboard motors 1 to stop the outboard motors 1, i.e., to stop the engines 11 (Step S24). Specifically, the stop command is provided to the outboard motor ECUs 21 via the propulsion system controller 55, and the outboard motor ECUs 21 perform a control operation to stope the engine. When the outboard motors 1 are in the propulsive force non-generation state, more specifically, when the engines 11 are in an OFF state (OFF in Step S23), on the other hand, the watercraft maneuvering controller 50 regards the propulsion system command signal as a start command, and provides the start command to the outboard motors 1 to start the outboard motors 1, i.e., to start the engines 11 (Step S25). Specifically, the start command is provided to the outboard motor ECUs 21 via the propulsion system controller 55, and the outboard motor ECUs 21 perform a control operation to start the engine.

[0134] Thus, the user of the portable watercraft maneuvering device 70 (captain) can start and stop the engines 11 as required by operating the portable watercraft maneuvering device 70 without returning to the main station ST. When the user (captain) notices the malfunction of the outboard motors 1, for example, the user (captain) can immediately stop the operation of the outboard motors 1 by operating the portable watercraft maneuvering device 70. Further, when the outboard motors 1 are stopped (for example, engine stall occurs) during the watercraft maneuvering operation using the portable watercraft maneuvering device 70 for docking or the like, for example, the user (captain) can immediately restart the outboard motors 1 (restart the engines) by operating the portable watercraft maneuvering device 70 without returning to the main station ST.

[0135] FIG. 8 is a flowchart for the description of another exemplary process to be performed by the watercraft maneuvering controller 50.

[0136] The communication unit 60 performs the overboard event determination process to determine whether the captain tag Tc and the passenger tag Tp are present on the watercraft (more specifically, whether the captain tag Tc and the passenger tag Tp can be detected within the predetermined range including the onboard range) based on the state of the communication with the tags T. If the communication with any of the tags T is disconnected, the communication unit 60 notifies the watercraft maneuvering controller 50 about the occurrence of the overboard event. The notification includes information about a tag T carried by a user falling overboard, and particularly includes information distinguishably indicating the captain tag Tc or the passenger tag Tp.

[0137] If the watercraft maneuvering controller 50 is notified about the overboard event (YES in Step S31), the watercraft maneuvering controller 50 determines whether or not the captain tag Tc is involved in the overboard event (Step S32). If the captain tag Tc is involved in the overboard event (YES in Step S32), the watercraft maneuvering controller 50 performs the emergency stop control process to perform an emergency stop of the watercraft 100 (Step S33), and causes the display 47 to pop-up display a message about the occurrence of the overboard event (Step S34). If the captain tag Tc is not involved in the overboard event, i.e., if only the passenger tag Tp is involved in the overboard event (NO in Step S32), the watercraft maneuvering controller 50 skips the emergency stop control process (Step S33), and causes the display 47 to pop-up display the message about the occurrence of the overboard event (Step S34). An operation to be thereafter performed by the captain may be left to the captain's discretion.

[0138] Further, the watercraft maneuvering controller 50 determines whether or not the emergency stop signal is received from the captain tag Tc (Step S35). If the emergency stop signal is received (YES in Step S35), the watercraft maneuvering controller 50 performs the emergency stop control process (Step S33).

[0139] FIG. 9 is a flowchart for the description of a specific example of the emergency stop control process (Step S33 in FIG. 8).

[0140] In the emergency stop control process, the watercraft maneuvering controller 50 determines whether the captain or the passenger is left on the watercraft 100 based on the notification about the overboard event (Step S41, overboard event determination process). More specifically, the watercraft maneuvering controller 50 determines whether at least one of the tags T (the captain tag Tc and the passenger tag Tp) operating in the active state and in the protected mode is present on the watercraft 100 (i.e., whether at least one of the tags T is irrelevant to the overboard event). For the determination, the watercraft maneuvering controller 50 may communicate with the communication unit 60, as required, to acquire necessary information from the tag state information.

[0141] If it is determined that the captain or the passenger is left on the watercraft 100 (YES in Step S41), the watercraft maneuvering controller 50 performs a first deceleration control operation (Steps S42 to S44) to decelerate the watercraft 100 at a first deceleration rate having a relatively small absolute value by reducing the propulsive forces of the outboard motors 1 at a first reduction rate to stop the watercraft 100. On the other hand, if it is determined that neither the captain nor the passenger is left on the watercraft 100, i.e., if nobody is present on the watercraft 100 (NO in Step S41), the watercraft maneuvering controller 50 performs a second deceleration control operation (Step S45) to decelerate the watercraft 100 at a second deceleration rate having a relatively great absolute value (second deceleration rate >first deceleration rate) by reducing the propulsive forces of the outboard motors 1 at a second reduction rate greater than the first reduction rate to stop the watercraft 100.

[0142] The second deceleration control operation (Step S45) may be a control operation such that the generation of the propulsive forces by the outboard motors 1 is immediately stopped, more specifically, a control operation such that the operation of the engines 11 is immediately stopped. That is, the second deceleration control operation may be a control operation such that the engines 11 are immediately stopped irrespective of the speed range of the watercraft 100, e.g., irrespective of the throttle opening degrees and the rotation speeds of the engines 11.

[0143] The first deceleration control operation (Steps S42 to S44) may be a control operation such that the watercraft 100 is moderately decelerated at the first deceleration rate to a predetermined lower speed range by reducing the propulsive forces of the outboard motors 1 at the first reduction rate (Step S43) and, after the watercraft speed reaches the predetermined lower speed range (YES in Step S42), the generation of the propulsive forces by the outboard motors 1 is stopped (Step S44, engine stop control operation). That is, the first deceleration control operation may include a watercraft speed adaptive deceleration control operation to be performed to reduce the propulsive forces of the outboard motors 1 at a reduction rate adapted to the watercraft speed.

[0144] In the example of FIG. 9, the watercraft maneuvering controller 50 determines whether or not the watercraft speed falls within the predetermined lower speed range (Step S42). If the watercraft speed falls outside the predetermined lower speed range (NO in Step S42) and, therefore, falls within an intermediate speed range or a higher speed range, the watercraft maneuvering controller 50 gradually decelerates the watercraft speed at the first deceleration rate by reducing the propulsive forces of the outboard motors 1 at the first reduction rate (Step S43). For example, the watercraft maneuvering controller 50 may determine whether or not the watercraft speed falls within the lower speed range based on the throttle opening degrees and the rotation speeds of the engines 11. After the deceleration control operation is performed to decelerate the watercraft speed to the lower speed range (YES in Step S42), the watercraft maneuvering controller 50 stops the generation of the propulsive forces by the outboard motors 1 (Step S44). For example, the watercraft maneuvering controller 50 may change the shift positions of the outboard motors 1 to the neutral shift positions and then stop the engines 11.

[0145] If the watercraft speed falls within the lower speed range when the emergency stop signal is inputted (YES in Step S42), the generation of the propulsive forces by the outboard motors 1 may be immediately stopped, i.e., the engines 11 may be immediately stopped (Step S44, engine stop control operation), as in the second deceleration control operation. For the emergency stop of the watercraft 100 during the intermediate-to-higher speed traveling, the watercraft 100 is gradually decelerated to the lower speed range and then the engines 11 are stopped. Therefore, acceleration (deceleration) felt by the captain or the passenger on the watercraft 100 can be reduced.

[0146] The overboard event determination process (Step S41) may be performed only on the passenger tag Tp. In this case, the watercraft maneuvering controller 50 performs the first deceleration control operation (Steps S42 to S44) if at least one passenger tag Tp operating in the active state and in the protected mode is present on the watercraft 100. If it is determined that no passenger tag Tp operating in the active state and in the protected mode is present on the watercraft 100, the watercraft maneuvering controller 50 performs the second deceleration control operation (Step S45) irrespective of whether or not the captain tag Tc is involved in the overboard event (i.e., even if the captain tag Tc is present on the watercraft 100).

[0147] The emergency stop control process (Step S33) to be performed when the captain tag Tc is not involved in the overboard event (NO in Step S32 in FIG. 8) is based on the emergency stop signal (Step S35) generated by operating the captain tag Tc. The operator of the captain tag Tc, i.e., the captain, can recognize the emergency stop of the outboard motors 1 in advance and, therefore, can properly cope with a relatively great acceleration (deceleration) occurring due to the second deceleration control operation (Step S45).

[0148] In an example embodiment described above, the watercraft 100 includes the hull 101, the watercraft propulsion system (outboard motors 1) provided on the hull 101, and the watercraft maneuvering system 102. The watercraft maneuvering controller 50, the communication unit 60, and the propulsion system controller 55 define the controller that controls the outboard motors 1 and the like. The watercraft maneuvering controller 50 is wirelessly communicable with the portable watercraft maneuvering device 70 to be carried by the captain and with the captain tag Tc to be carried by the captain via the communication unit 60. The portable watercraft maneuvering device 70 includes the watercraft maneuvering operators (78, 85, 87, 89) operable to provide commands for the watercraft maneuvering operation associated with the propulsive force generation by the watercraft propulsion system, and generates the watercraft maneuvering command signal according to the operation of the watercraft maneuvering operators. The watercraft maneuvering controller 50 performs the tag state determining operation (Step S5) to determine whether or not the captain tag Tc is in the active state. When the captain tag Tc is in the active state, the watercraft maneuvering controller 50 shifts the active station to the portable watercraft maneuvering device 70 (Step S7). When the active station is the portable watercraft maneuvering device 70, the watercraft maneuvering controller 50 performs the watercraft maneuvering control operation (Steps S10 and S11) to control the watercraft propulsion system in response to the input of the watercraft maneuvering command signal from the portable watercraft maneuvering device 70. If it is determined that the captain tag Tc is in the inactive state, the watercraft maneuvering controller 50 does not permit the shift of the active station to the portable watercraft maneuvering device 70. In this case, the watercraft maneuvering control operation based on the watercraft maneuvering command signal applied from the portable watercraft maneuvering device 70 s disabled.

[0149] The watercraft maneuvering controller 50 is thus configured to receive the watercraft maneuvering command signal generated by the portable watercraft maneuvering device 70 after confirming that the captain tag Tc is in the active state. This makes it possible to permit the watercraft maneuvering operation using the portable watercraft maneuvering device 70 while providing protection against the overboard event.

[0150] In an example embodiment, the watercraft maneuvering controller 50 performs the notification control operation (Step S8) to notify the portable watercraft maneuvering device 70 about the inactive state of the captain tag Tc. In the notification control operation to be performed in this example embodiment, specifically, the watercraft maneuvering controller 50 notifies the portable watercraft maneuvering device 70 that the active station cannot be shifted to the portable watercraft maneuvering device 70 because of the inactive state of the captain tag Tc. The portable watercraft maneuvering device 70 includes the notification unit (display 79) that provides the notification to the captain upon the reception of the notification about the inactive state of the captain tag Tc. Thus, the user (captain) can easily recognize the inactive state of the captain tag Tc and, therefore, can perform the watercraft maneuvering operation using the portable watercraft maneuvering device 70 after bringing the captain tag Tc into the active state for the protection against the overboard event.

[0151] In an example embodiment, the portable watercraft maneuvering device 70 includes the course operator operable to provide the course command indicating the course of the watercraft 100. In this example embodiment, the joystick 78 and the bow turning lever 89 serve as the course operator. The portable watercraft maneuvering device 70 generates the watercraft maneuvering command signal (course command signal) according to the operation of the joystick 78 and / or the bow turning lever 89. The watercraft maneuvering controller 50 performs the watercraft maneuvering control operation (Steps S10 and S11) to control the outboard motors 1 (watercraft propulsion system) in response to the input of the watercraft maneuvering command signal from the portable watercraft maneuvering device 70. Further, the portable watercraft maneuvering device 70 includes the propulsion system switch operable to provide the start / stop command to start and / or stop the outboard motors 1 (watercraft propulsion system). In this example embodiment, the start / stop button 82 serves as the propulsion system switch. The portable watercraft maneuvering device 70 generates the propulsion system command signal according to the operation of the start / stop button 82 (propulsion system switch). The watercraft maneuvering controller 50 performs the propulsion system control operation (Steps S23, S24 and S25) to start and / or stop the outboard motors 1 (watercraft propulsion system) in response to the input of the propulsion system command signal from the portable watercraft maneuvering device 70. On the other hand, the captain tag Tc includes the emergency stop operator operable by the captain to generate the emergency stop signal to provide the emergency stop command to perform an emergency stop of the outboard motors 1 (watercraft propulsion system). In this example embodiment, the MOB button 113 serves as the emergency stop operator. The watercraft maneuvering controller 50 performs the emergency stop control process (Step S33) to stop the generation of the propulsive forces by the outboard motors 1 (watercraft propulsion system) in response to the input of the emergency stop signal from the captain tag Tc.

[0152] With this arrangement, the captain can provide the start / stop command for the start and the stop of the outboard motors 1 by operating the start / stop button 82 of the portable watercraft maneuvering device 70 and, in addition, can stop the outboard motors 1 by operating the MOB button 113 of the captain tag Tc. Since two operators provide the stop command to stop the generation of the propulsive forces by the outboard motors 1, the stop command can be easily provided even for the emergency stop. Even if the captain unintentionally releases the portable watercraft maneuvering device 70, for example, the captain can stop the outboard motors 1, as required, by operating the MOB button 113 of the captain tag Tc.

[0153] In an example embodiment, the watercraft maneuvering controller 50 performs the watercraft speed adaptive deceleration control operation (Steps S42 to S44) to reduce the propulsive forces generated by the outboard motors 1 at a reduction rate adapted to the watercraft speed to stop the generation of the propulsive forces by the outboard motors 1 in the emergency stop control process (Step S33). This makes it possible to stop the outboard motors 1 while reducing deceleration felt by the watercraft occupants.

[0154] In an example embodiment, the watercraft maneuvering system 102 further includes the passenger tag Tp to be carried by the watercraft occupant other than the captain and wirelessly communicable with the controller (the watercraft maneuvering controller 50 and the communication unit 60). The controller (the watercraft maneuvering controller 50 and the communication unit 60) performs the overboard event determination process (Steps S31 and S41) to determine whether the captain tag Tc and the passenger tag Tp are present on the watercraft 100 (whether the captain tag Tc and the passenger tag Tp can be detected within the predetermined range including the onboard range). In the emergency stop control process, the controller (the watercraft maneuvering controller 50 and the communication unit 60) performs the first deceleration control operation (Steps S42 to S44) to reduce the propulsive forces of the outboard motors 1 (watercraft propulsion system) at the first reduction rate if it is determined that the passenger tag Tp is present on the watercraft 100 (if it is determined that the passenger tag Tp is detected within the predetermined range), and performs the second deceleration control operation (Step S45) to reduce the propulsive forces of the outboard motors 1 (watercraft propulsion system) at the second reduction rate greater than the first reduction rate if it is determined that the passenger tag Tp is absent from the watercraft 100.

[0155] With this arrangement, the first deceleration control operation is performed if the passenger is present on the watercraft 100, and the second deceleration control operation is performed if the passenger is absent from the watercraft 100. This reduces the deceleration felt by the passenger when the emergency stop control process is performed.

[0156] In an example embodiment, the controller (the watercraft maneuvering controller 50 and the communication unit 60) also performs the first deceleration control operation (Steps S42 to S44) in the emergency stop control process if it is determined that the captain tag Tc is present on the watercraft 100, and performs the second deceleration control operation (Step S45) in the emergency stop control process if it is determined that neither the captain tag Tc nor the passenger tag Tp is present on the watercraft 100. Therefore, the first deceleration control operation is also performed if only the captain is left on the watercraft 100, and the second deceleration control operation is performed if nobody is left on the watercraft 100. This reduces the deceleration felt by the captain when the emergency stop control process is performed.

[0157] In an example embodiment, however, the emergency stop control process to be performed when the captain tag Tc is present on the watercraft 100 is based on the operation of the MOB button 113 of the captain tag Tc (Steps S31, S35 and S33). Thus, the captain is ready for the emergency stop control process. If only the captain tag Tc is detected on the watercraft 100, therefore, the outboard motors 1 may be promptly stopped by performing the second deceleration control operation without performing the first deceleration control operation.

[0158] In an example embodiment, the controller (the watercraft maneuvering controller 50 and the communication unit 60) performs the overboard event determination process (Steps S31 and S32) to determine whether the captain tag Tc and the passenger tag Tp are present on the watercraft 100 (whether the captain tag Tc and the passenger tag Tp can be detected within the predetermined range including the onboard range). If it is determined in the overboard event determination process that the captain tag Tc is absent from the watercraft 100 and, therefore, is involved in the overboard event (YES in Step S32), the controller (the watercraft maneuvering controller 50 and the communication unit 60) performs the emergency stop control process (Step S33) even without the input of the emergency stop signal.

[0159] With this arrangement, the emergency stop control process is performed if the overboard event of the captain is detected. Thus, the outboard motors 1 can be reliably stopped.

[0160] FIG. 10 is a flowchart for the description of a modified example embodiment, showing a modification of the process shown in FIG. 6. In FIG. 10, the same steps as in FIG. 6 will be denoted by the same reference characters as in FIG. 6.

[0161] In this modified example, the portable watercraft maneuvering device 70 includes a distance sensor 98 (indicated by a two-dot-and-dash line in FIG. 4) that measures a distance between the portable watercraft maneuvering device 70 and the captain tag Tc. The distance sensor 98 is merely required to be able to detect whether or not the captain tag Tc is present within a predetermined distance range from the portable watercraft maneuvering device 70. For example, the distance sensor 98 may be configured to detect whether or not the captain tag Tc is present within the predetermined distance range based on whether or not the distance sensor 98 can receive radio waves generated by the captain tag Tc. The predetermined distance range is preferably set so that the user of the portable watercraft maneuvering device 70 (captain) can confirm that the user (captain) carries the captain tag Tc. For example, the predetermined distance range may be a distance range within about 1 meter from the portable watercraft maneuvering device 70.

[0162] The watercraft maneuvering controller 50 acquires, from the portable watercraft maneuvering device 70 via the communication unit 60, information indicating whether or not the captain tag Tc is present within the predetermined distance range. Upon the reception of the request for the watercraft maneuvering permission from the portable watercraft maneuvering device 70 (Step S4), the watercraft maneuvering controller 50 determines whether or not the captain tag Tc is in the active state (Step S5), and determines whether or not the captain tag Tc is present within the predetermined distance range (Step S5A). The watercraft maneuvering controller 50 further determines, as required, whether or not the other shift conditions are satisfied (Step S6). If these determinations are affirmative, the watercraft maneuvering controller 50 determines that the shift conditions are satisfied, and shifts the active station from the main station ST to the portable watercraft maneuvering device 70. Therefore, the watercraft maneuvering controller 50 thereafter performs the watercraft maneuvering control operation (Steps S9 to S11) in response to the watercraft maneuvering command signal inputted from the portable watercraft maneuvering device 70.

[0163] In this modified example, if the captain tag Tc is in the active state (YES in Step S5) but the captain tag Tc is not present within the predetermined distance range from the portable watercraft maneuvering device 70 (NO in Step S5A), the active station is not shifted to the portable watercraft maneuvering device 70. Therefore, the watercraft maneuvering control operation based on the watercraft maneuvering command signal from the portable watercraft maneuvering device 70 is disabled. Thus, the watercraft maneuvering operation using the portable watercraft maneuvering device 70 is permitted only when the captain assuredly carries the captain tag Tc.

[0164] If the captain tag Tc is not present within the predetermined distance range from the portable watercraft maneuvering device 70 (NO in Step S5A), the watercraft maneuvering controller 50 performs the notification control operation to notify the portable watercraft maneuvering device 70 via the communication unit 60 that the captain tag Tc is not present within the predetermined distance range (Step S8). Upon the reception of the notification, the controller 90 of the portable watercraft maneuvering device 70 provides the notification to the captain. Specifically, the controller 90 causes the display 79 to display a message indicating that the station shift to the portable watercraft maneuvering device 70 is impossible and a message about the cause of the impossible station shift (indicating that the captain tag Tc is not present within the predetermined distance range).

[0165] FIG. 11 is a flowchart for the description of another modified example embodiment, showing a modification of the process shown in FIG. 8. In FIG. 11, the same steps as in FIG. 8 will be denoted by the same reference characteristics as in FIG. 8.

[0166] In this modified example, if the notification about the overboard event is provide from the communication unit 60 (YES in Step S31), the watercraft maneuvering controller 50 performs the emergency stop control process (Step S33) without determining whether or not the captain tag Tc is involved in the overboard event (Step S32 in FIG. 8). That is, if it is determined that at least one of the captain tag Tc and the passenger tag Tp is absent from the watercraft 100, the watercraft maneuvering controller 50 performs the emergency stop control process (Step S33) even without the input of the emergency stop signal (Step S35).

[0167] Thus, if the overboard event occurs, the emergency stop control process is performed irrespective of whether the captain or the passenger is involved in the overboard event.

[0168] Programs for the process shown in FIG. 8 and for the process shown in FIG. 11 may be both installed in the watercraft maneuvering controller 50, and either of these processes may be selected by operating the touch panel 47a or the like.

[0169] While example embodiments of the present invention have thus been described, the present invention may be embodied in some other ways.

[0170] In an example embodiment described above, the engine outboard motors each including the engine 11 as the drive source thereof are mainly described as the outboard motors 1 by way of example. Alternatively, as previously described, electric propulsion systems such as electric outboard motors may be used as the watercraft propulsion systems. The electric propulsion systems each include an electric motor as the drive source thereof. The watercraft propulsion systems may be any of various types such as inboard motors, inboard / outboard motors, and waterjet propulsion devices besides the outboard motors.

[0171] In an example embodiment described above, the watercraft maneuvering controller 50 and the communication unit 60 serve as the controller that is wirelessly communicable with the portable watercraft maneuvering device 70 and the captain tag Tc by way of example, but the controller may be a physically unitary component or may be provided as three or more separate components.

[0172] In an example embodiment described above, the watercraft maneuvering controller 50 is configured to control the outboard motors 1 via the propulsion system controller 55, but the watercraft maneuvering controller 50 and the propulsion system controller 55 may be unified into a single controller or, conversely, may be provided as three or more separate components.

[0173] In an example embodiment described above, the watercraft speed adaptive control operation (Steps S42 to S44 in FIG. 9) is performed in the emergency stop control process to gradually decelerate the watercraft speed at the first deceleration rate when the watercraft speed is not lower than the predetermined watercraft speed, and to stop the engines 11 (to decelerate the watercraft speed at the second deceleration rate) when the watercraft speed is lower than the predetermined watercraft speed. Alternatively, two or more speed thresholds may be provided, and three or more different deceleration rates adapted to different watercraft speed ranges may be used for the watercraft speed adaptive control operation. Further, the watercraft speed adaptive control operation may be used for the emergency stop control process (Step S45) when no watercraft occupant (neither the captain nor the passenger) is present on the watercraft 100.

[0174] While example embodiments of the present invention have been described above, it is to be understood that variations and modifications will be apparent to those skilled in the art without departing from the scope and spirit of the present invention. The scope of the present invention, therefore, is to be determined solely by the following claims.

Examples

Embodiment Construction

[0033]FIG. 1 is a diagram showing an exemplary structure of a watercraft 100 according to an example embodiment of the present invention.

[0034]The watercraft 100 includes a hull 101, and an outboard motor 1 provided on the hull 101 as an example of the watercraft propulsion system. In this example, two outboard motors 1 are attached to the stern 2 of the hull 101 and disposed side by side transversely of the hull 101.

[0035]The hull 101 includes a cabin 3 defined by an outer shell to provide a living space, and a deck 4 provided behind the cabin 3. The watercraft 100 includes a main station ST as one stationary watercraft maneuvering station (watercraft maneuvering areas). In FIG. 1, the watercraft 100 is illustrated as including a single stationary watercraft maneuvering station provided in the cabin 3 by way of example. Alternatively, the watercraft 100 may include a plurality of stationary watercraft maneuvering stations provided on the hull 101.

[0036]In this example embodiment, a...

Claims

1. A watercraft maneuvering system comprising:a controller configured or programmed to control a watercraft propulsion system that generates a propulsive force to be applied to a watercraft;a portable watercraft maneuvering device to be carried by a captain and wirelessly communicable with the controller; anda captain tag to be carried by the captain and wirelessly communicable with the controller; whereinthe portable watercraft maneuvering device includes a course operator operable to provide a course command indicating a course of the watercraft, and a propulsion system switch operable to provide a start / stop command to start and / or stop the watercraft propulsion system;the portable watercraft maneuvering device is operable to generate a watercraft maneuvering command signal according to the operation of the course operator, and generate a propulsion system command signal according to the operation of the propulsion system switch;the captain tag includes an emergency stop operator operable by the captain to generate an emergency stop signal to provide an emergency stop command to perform an emergency stop of the watercraft propulsion system; andthe controller is configured or programmed to perform a watercraft maneuvering control operation to control the watercraft propulsion system in response to input of the watercraft maneuvering command signal from the portable watercraft maneuvering device, to perform a propulsion system control operation to start and / or stop the watercraft propulsion system in response to input of the propulsion system command signal from the portable watercraft maneuvering device, and to perform an emergency stop control process to stop generation of the propulsive force by the watercraft propulsion system in response to input of the emergency stop signal from the captain tag.

2. The watercraft maneuvering system according to claim 1, wherein the controller is configured or programmed to perform a watercraft speed adaptive deceleration control operation to reduce the propulsive force generated by the watercraft propulsion system at a reduction rate adapted to a watercraft speed in the emergency stop control process to stop the generation of the propulsive force by the watercraft propulsion system.

3. The watercraft maneuvering system according to claim 1, further comprising:a passenger tag to be carried by a watercraft occupant other than the captain and wirelessly communicable with the controller; whereinthe controller is configured or programmed to perform an overboard event determination process to determine whether the captain tag and the passenger tag are present on the watercraft; andthe controller is configured or programmed to perform a first deceleration control operation to reduce the propulsive force of the watercraft propulsion system at a first reduction rate in the emergency stop control process if it is determined that the passenger tag is present on the watercraft, and to perform a second deceleration control operation to reduce the propulsive force of the watercraft propulsion system at a second reduction rate greater than the first reduction rate in the emergency stop control process if it is determined that the passenger tag is absent from the watercraft.

4. The watercraft maneuvering system according to claim 3, wherein the controller is configured or programmed to perform the first deceleration control operation in the emergency stop control process if it is determined that the captain tag is present on the watercraft, and to perform the second deceleration control operation in the emergency stop control process if it is determined that neither the captain tag nor the passenger tag is present on the watercraft.

5. The watercraft maneuvering system according to claim 1, further comprising:a passenger tag to be carried by a watercraft occupant other than the captain and wirelessly communicable with the controller; whereinthe controller is configured or programmed to perform an overboard event determination process to determine whether the captain tag and the passenger tag are present on the watercraft; andthe controller is configured or programmed to perform the emergency stop control process even without the input of the emergency stop signal if it is determined in the overboard event determination process that the captain tag is absent from the watercraft.

6. The watercraft maneuvering system according to claim 1, further comprising:a passenger tag to be carried by a watercraft occupant other than the captain and wirelessly communicable with the controller; whereinthe controller is configured or programmed to perform an overboard event determination process to determine whether the captain tag and the passenger tag are present on the watercraft; andthe controller is configured or programmed to perform the emergency stop control process even without the input of the emergency stop signal if it is determined in the overboard event determination process that at least one of the captain tag or the passenger tag is absent from the watercraft.

7. The watercraft maneuvering system according to claim 1, wherein the controller includes an onboard communicator wirelessly connected to both the portable watercraft maneuvering device and the captain tag in a directly communicable manner.

8. The watercraft maneuvering system according to claim 7, wherein the onboard communicator is wirelessly connected to a passenger tag to be carried by a watercraft occupant other than the captain in a directly communicable manner.

9. The watercraft maneuvering system according to claim 1, wherein the watercraft propulsion system includes an engine propulsion system including an engine, and the emergency stop control process includes an engine stop control operation to stop operation of the engine.

10. A watercraft comprising:a hull;a watercraft propulsion system on the hull to generate a propulsive force to the hull; anda watercraft maneuvering system including:a controller configured or programmed to control the watercraft propulsion system;a portable watercraft maneuvering device to be carried by a captain and wirelessly communicable with the controller; anda captain tag to be carried by the captain and wirelessly communicable with the controller; whereinthe portable watercraft maneuvering device includes a course operator operable to provide a course command indicating a course of the watercraft, and a propulsion system switch operable to provide a start / stop command to start and / or stop the watercraft propulsion system;the portable watercraft maneuvering device is operable to generate a watercraft maneuvering command signal according to the operation of the course operator, and generate a propulsion system command signal according to the operation of the propulsion system switch;the captain tag includes an emergency stop operator operable by the captain to generate an emergency stop signal to provide an emergency stop command to perform an emergency stop of the watercraft propulsion system; andthe controller is configured or programmed to perform a watercraft maneuvering control operation to control the watercraft propulsion system in response to input of the watercraft maneuvering command signal from the portable watercraft maneuvering device, to perform a propulsion system control operation to start and / or stop the watercraft propulsion system in response to input of the propulsion system command signal from the portable watercraft maneuvering device, and to perform an emergency stop control process to stop the generation of the propulsive force by the watercraft propulsion system in response to input of the emergency stop signal from the captain tag.

Images