Control system for small marine vessel

A control system for a marine vessel that includes a drive source and an operator that receives an operation is able to switch a control mode of the drive source without providing an additional operator. An operation received by the operator when the drive source is resting is disabled, and a function of switching a control mode of the drive source is assigned to the operation of the operator that is received when the drive source is resting.

CROSS REFERENCE TO RELATED APPLICATIONS

This application claims the benefit of priority to Japanese Patent Application No. 2020-046398 filed on Mar. 17, 2020. The entire contents of this application are hereby incorporated herein by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a control system for a small marine vessel including a drive source.

2. Description of the Related Art

For a small marine vessel with a capacity of about one to three persons such as a small planing boat which travels by a water jet propulsion device, a control mode of an engine which functions as the drive source, for example, an output suppressing mode in which an output of the engine is restricted, an acceleration priority mode excelling in acceleration, or the like, is set. Such control modes of the engine are switched by operating a push button of a remote controller switch provided separately from a hull (for example, refer to YAMAHA HATSUDOKI KABUSHIKI KAISHA, “Manual for Marine Jet VXR”, August, 2017).

While the marine vessel is travelling, the remote controller switch is often housed in a glove compartment of the hull, and thus it is difficult for a vessel operator to switch the control mode of the engine by operating the remote controller switch. To compensate for this, it is conceivable to provide a switch for switching the control mode of the engine on a steering handle held by the vessel operator while the marine vessel is travelling.

In the small planing boat, however, since the steering handle does not have a big size and includes a start switch, a stop switch, and a lanyard switch, the steering handle does not have enough room for providing an additional switch. In addition, providing an additional switch increases the manufacturing cost. Therefore, it is not preferable to provide an additional switch for switching the control mode of the engine.

SUMMARY OF THE INVENTION

Preferred embodiments of the present invention provide control systems for marine vessels that are each able to switch a control mode of a drive source without providing an additional operator.

According to a preferred embodiment of the present invention, a control system for a marine vessel including a drive source and an operator that receives an operation, the control system includes a processor, and a non-transitory storage medium including program instructions stored thereon, execution of which by the processor causes the control system to disable an operation received by the operator when the drive source is resting, and assign a function of switching a control mode of the drive source to the operation received by the operator when the drive source is resting.

According to the present preferred embodiment, in regard to the operator to which operation received when the drive source is resting is disabled, the function of switching the control mode of the drive source is assigned to the operation of the operator when the drive source is resting. Therefore, it is possible to receive the operation to switch the control mode of the drive source without impairing a function originally assigned to the operation of the operator and without providing an additional operator.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1is a perspective view showing a rear view of a saddle riding type small marine vessel to which a control system according to a first preferred embodiment of the present invention is applied. The marine vessel10is, for example, a small planing boat which has a capacity of not more than three persons and travels by a jet propulsion device12provided on a stern side of a hull11.

The marine vessel10includes a seat13for a vessel operator and passengers provided approximately in a center of the hull11, a steering handle14provided on a front side of the hull11, and an engine15(drive source) provided inside the hull11. The steering handle14is pivotally operable in a horizontal direction, and a jet nozzle12aof the jet propulsion device12pivots in the horizontal direction in conjunction with a pivotal movement of the steering handle14.

Ahead of the steering handle14, rearview mirrors16are provided on either side, and a multifunction meter17(display) which displays various types of information regarding the marine vessel10is provided between the steering handle14and the seat13.

On right and left ends of the steering handle14, a right handlebar18and a left handlebar19are respectively provided. While on board, the vessel operator holds the right handlebar18and the left handlebar19with both hands to operate the steering handle14so as to cause the jet nozzle12ato pivot to steer the marine vessel10.

FIGS. 2 and 3are enlarged partial perspective views showing a configuration in the vicinity of the left handlebar19.FIG. 2shows the left handlebar19when viewed from diagonally above and rearward to the right, andFIG. 3shows the left handlebar19when viewed from above.

In the vicinity of the left handlebar19, a start switch20, a stop switch21, a lanyard switch22, a reverse lever23, and a trim switch24are provided as operators. These operators are all located at positions where the vessel operator is able to operate them with his/her left fingers when the vessel operator holds the left handlebar19with his/her left hand.

The start switch20, which is preferably a push button, is a starting button for the engine15. When the vessel operator presses and activates the start switch20, a starter motor (not shown) inside the hull11is operated to cause the engine15to start. The stop switch21, which is preferably a push button, is a resting switch for the engine15. When the vessel operator presses and activates the stop switch21, the engine15stops.

The lanyard switch22is an emergency resting switch for the engine15and is urged toward the steering handle14by an urging member located inside the steering handle14. In a normal state, the lanyard switch22is engaged with a fork-shaped hook26provided on one end of a string-shaped lanyard25which is fastened to a wrist or the like of the vessel operator so that the lanyard switch22is prevented from moving toward the steering handle14. When, for example, the vessel operator falls overboard and the hook26disengages from the lanyard switch22, the lanyard switch22in turn moves toward the steering handle14by an urging force and is activated. Then, an engine emergency stop signal is transmitted from the lanyard switch22to an ECU28, to be described below, so as to cause the engine15to quickly stop.

The reverse lever23is a lever switch to move a reverse gate12bwhich covers the jet nozzle12aof the jet propulsion device12. When the reverse lever23is pulled, the reverse gate12bmoves to cover the jet nozzle12aso that a water flow ejected from the jet nozzle12ais directed forward of the hull11. As a result, the marine vessel10moves backward. The trim switch24vertically changes an orientation of the jet nozzle12ato adjust a trim (a tilting angle in front and rear directions) of the hull11.

FIG. 4is an enlarged partial perspective view showing a configuration in the vicinity of the right handlebar18when viewed from above the right handlebar18. In the vicinity of the right handlebar18, a throttle lever27is provided as an operator. The throttle lever27is located at a position where the vessel operator is able to operate it with a right finger when the vessel operator holds the right handlebar18with his/her right hand.

The throttle lever27is a lever switch to adjust an output of the engine15, and the vessel operator activates the throttle lever27by pulling the throttle lever27. An engine speed of the engine15changes based on how much the vessel operator pulls the throttle lever27.

FIG. 5is a block diagram schematically showing a configuration of the control system for the small marine vessel according to the present preferred embodiment. The marine vessel10includes the ECU28that defines and functions as a controller for the engine15, wherein the ECU28controls the engine speed of the engine15. The engine15rotates an impeller (not shown) of the jet propulsion device12, and the rotating impeller generates the water flow to be ejected from the jet nozzle12a. Therefore, the ECU28controls a flow rate of the water flow by controlling the engine speed of the engine15so as to control a vessel speed of the marine vessel10.

The ECU28is connected to the throttle lever27, the start switch20, the stop switch21, and the lanyard switch22, individually, as well as the engine15, receives a signal generated when those operators are operated, and provides an operation of the engine15based on the signal. For example, in a case in which the start switch20is operated (pressed) and transmits an engine start signal to the ECU28, the ECU28causes the engine15to start. In a case in which the stop switch21is operated (pressed) and transmits an engine stop signal to the ECU28, the ECU28causes the engine15to stop. In a case in which the hook26comes off the lanyard switch22to activate the lanyard switch22, the lanyard switch22transmits the engine emergency stop signal to the ECU28, and the ECU28causes the engine15to quickly stop. In a case in which the throttle lever27is operated (pulled) and transmits a throttle opening signal corresponding to a throttle opening angle to the ECU28, the ECU28adjusts an opening angle of a throttle valve of the engine15to control the engine speed of the engine15. It should be noted that inFIG. 5, the stop switch21and the lanyard switch22are individually connected to the ECU28; however, the lanyard switch22may be connected to the ECU28via wiring branched from wiring that connects the stop switch21and the ECU28as shown inFIG. 6.

In the marine vessel10, a predetermined condition (hereinafter, refer to “a disabling condition”) is set for each operator. In the disabling condition, even when an operator receives an operation by the vessel operator, a function originally assigned to the operator is not performed. The following are examples of the disabling conditions:a condition in which even when the start switch20or a start/stop switch30, to be described below, receives an operation, the engine15is not caused to start by the operation;a condition in which even when the stop switch21or the start/stop switch30receives an operation, the engine15is not caused to stop by the operation;a condition in which even when the lanyard switch22receives an operation, the engine15is not caused to quickly stop by the operation; anda condition in which even when the throttle lever27receives an operation, the engine speed of the engine15is not controlled by the operation.

The above disabling conditions are stored, for example, in a memory of the ECU28. Upon receiving a signal generated when each operator is operated, the ECU28refers to the disabling conditions and determines whether to disable the operation of the respective operator. When it is determined to disable the operation, the ECU28does not perform a control (function) of the engine15corresponding to the received signal.

In the present preferred embodiment, for example, conditions including “the engine15is resting”, “the engine15is working (is being operated)”, “the lanyard switch22is in operation”, “the stop switch21is in operation”, and “the throttle lever27is in operation” are provided as the disabling conditions. It should be noted that in the present preferred embodiment, the condition “the engine15is resting” corresponds to any of a state in which the engine15is stopped, and a state in which a power source of the ECU28is OFF. Moreover, the condition “the engine15is working” corresponds to any of a state in which the engine15is being operated, a state in which the engine speed of the engine15is kept at a predetermined number, for example, about 1000 rpm or more, and a state in which the engine15is idling (for example, the engine speed of the engine15is controlled to be about 1000 rpm or more and about 3000 rpm or less, preferably about 1300 rpm or less).

When an operation from the start switch20is interrupted after the start switch20is operated and before the engine15starts, the engine15does not start. Thus, a function of starting the engine15in response to operation of the start switch20is not completely executed. Namely, the operation from the start switch20in this case is considered to be disabled. Moreover, when an operation from the stop switch21is interrupted after the stop switch21is operated and before the engine15stops, the engine15does not stop. Thus, a function of stopping the engine15in response to operation of the stop switch21is not completely executed. Namely, the operation from the stop switch21in this case is also considered to be disabled.

In the present preferred embodiment, as the disabling conditions for the throttle lever27, the conditions include “the engine15is resting”, “the lanyard switch22is in operation”, and “the stop switch21is in operation”. As the disabling conditions for the lanyard switch22, the conditions include “the engine15is resting” and “the stop switch21is in operation”. As the disabling conditions for the start switch20, the conditions include “the engine15is working”, “the lanyard switch22is in operation”, “the stop switch21is in operation”, and “an operation of the start switch20is interrupted after the start switch20is operated and before the engine15starts”. Further, as the disabling conditions for the stop switch21, the conditions include “the engine15is resting”, “the lanyard switch22is in operation”, and “an operation of the stop switch21is interrupted after the stop switch21is operated and before the engine15stops”.

In regard to an operator of which a received operation is disabled since a current situation corresponds to the disabling condition, even if another function is assigned to the received operation when the current situation corresponds to the disabling condition, the another function does not interfere with a function originally assigned to the operator. Therefore, in the present preferred embodiment, for each operator, another function, specifically, a function of switching a control mode of the engine15is assigned to a received operation when the current situation corresponds to the disabling condition.

FIG. 7is a flowchart showing a first switching process of switching the control mode of the engine15. The process inFIG. 7is performed by a CPU of the ECU28executing a control program stored in the memory and so on.

In the process inFIG. 7, at first, the ECU28determines whether the throttle lever27has received an operation based on whether the ECU28has received the throttle opening signal from the throttle lever27(step S61).

Then, when it is determined that the throttle lever27has received the operation, the ECU28determines whether the current situation corresponds to any of the disabling conditions for the throttle lever27, that is, whether the current situation corresponds to any of the conditions “the engine15is resting”, “the lanyard switch22is in operation”, and “the stop switch21is in operation” (step S62).

When it is determined that the current situation does not correspond to any of the disabling conditions, the ECU28controls the engine speed of the engine15based on the received throttle opening signal (step S63), and ends the present process. On the other hand, when it is determined that the current situation corresponds to any of the disabling conditions, the ECU28switches the control mode of the engine15(step S64), and ends the present process. In this case, the control mode of the engine15is switched, for example, from a normal mode to an output suppressing mode (L mode) or an acceleration priority mode that is set in advance.

It should be noted that, in the process inFIG. 7, the function of switching the control mode of the engine15is assigned to a single operation of the throttle lever27; however, the function of switching the control mode of the engine15may be assigned to multiple operations of the throttle lever27. In this case, for example, even when the current situation corresponds to the disabling condition, the control mode of the engine15is not switched by a single operation of the throttle lever27, but switched only after multiple operations of the throttle lever27.

FIG. 8is a flowchart showing a second switching process of switching the control mode of the engine15. The process inFIG. 8is also performed by the CPU of the ECU28executing a control program stored in the memory and so on.

In the process inFIG. 8, at first, the ECU28determines whether the lanyard switch22has been activated based on whether the ECU28has received the engine emergency stop signal from the lanyard switch22(step S71).

Then, when it is determined that the lanyard switch22has been activated, the ECU28determines whether the current situation corresponds to any of the disabling conditions for the lanyard switch22, that is, whether the current situation corresponds to any of the conditions “the engine15is resting” and “the stop switch21is in operation” (step S72).

When it is determined that the current situation does not correspond to any of the disabling conditions, the ECU28quickly stops the engine15based on the received engine emergency stop signal (step S73), and ends the present process. On the other hand, when it is determined that the current situation corresponds to any of the disabling conditions, the EUC28switches the control mode of the engine15(step S74), and ends the present process. In this case as well, the control mode of the engine15is switched to, for example, the output suppressing mode or the acceleration priority mode.

FIG. 9is a flowchart showing a third switching process of switching the control mode of the engine15. The process inFIG. 9is also performed by the CPU of the ECU28executing a control program stored in the memory and so on.

In the process inFIG. 9, at first, the ECU28determines whether the start switch20has received an operation based on whether the ECU28has received the engine start signal from the start switch20(step S81).

Then, when it is determined that the start switch20has received the operation, the ECU28determines whether the current situation corresponds to any of the disabling conditions for the start switch20, that is, whether the current situation corresponds to any of the conditions “the engine15is working”, “the lanyard switch22is in operation”, “the stop switch21is in operation”, and “an operation of the start switch20is interrupted after the start switch20is operated and before the engine15starts” (step S82).

When it is determined that the current situation does not correspond to any of the disabling conditions, the ECU28activates the engine15based on the received engine start signal (step S83), and ends the present process. On the other hand, when it is determined that the current situation corresponds to any of the disabling conditions, the ECU28switches the control mode of the engine15(step S84), and ends the present process. In this case as well, the control mode of the engine15is switched to, for example, the output suppressing mode or the acceleration priority mode.

It should be noted that in the process inFIG. 9, the function of switching the control mode of the engine15is assigned to a single operation of the start switch20; however, the function of switching the control mode of the engine15may be assigned to multiple operations of the start switch20.

FIG. 10is a flowchart showing a fourth switching process of switching the control mode of the engine15. The process inFIG. 10is also performed by the CPU of the ECU28executing a control program stored in the memory and so on.

In the process inFIG. 10, the ECU28determines whether the stop switch21has received an operation based on whether the ECU28has received the engine stop signal from the stop switch21(step S91).

Then, when it is determined that the stop switch21has received the operation, the ECU28determines whether the current situation corresponds to any of the disabling conditions for the stop switch21, that is, whether the current situation corresponds to any of the conditions “the engine15is resting”, “the lanyard switch22is in operation”, and “an operation of the stop switch21is interrupted after the stop switch21is operated and before the engine15stops” (step S92).

When it is determined that the current situation does not correspond to any of the disabling conditions, the ECU28deactivates the engine15based on the received engine stop signal (step S93), and ends the present process. On the other hand, when it is determined that the current situation corresponds to any of the disabling conditions, the EUC28switches the control mode of the engine15(step S94), and ends the present process. In this case as well, the control mode of the engine15is switched to, for example, the output suppressing mode or the acceleration priority mode.

It should be noted that in the process inFIG. 10, the function of switching the control mode of the engine15is assigned to a single operation of the stop switch21; however, the function of switching the control mode of the engine15may be assigned to multiple operations of the stop switch21.

According to the present preferred embodiment, in regard to the throttle lever27, the lanyard switch22, the start switch20, and the stop switch21, an operation of each of these operators is disabled when the current situation corresponds to the disabling condition, and the function of switching the control mode of the engine15is assigned to the received operation when the current situation corresponds to the disabling condition. As a result, it is possible to receive an operation to switch the control mode of the engine15without impairing the functions originally assigned to the throttle lever27, the lanyard switch22, the start switch20, and the stop switch21and without providing an additional operator.

Moreover, according to the present preferred embodiment, an existing operator not only receives the operation to switch the control mode of the engine15without providing an additional operator but also is operable for the original function. Therefore, it may be difficult for the vessel operator to understand whether the control mode of the engine15of the marine vessel10has been switched only by looking at the operator. Accordingly, it is preferable to provide the multifunction meter17with indicators that indicate whether the control mode of the engine15has been switched, for example, indicators29that indicate that the control mode has been switched to the output suppressing mode, for example (FIG. 11).

Description will be provided of a second preferred embodiment of the present invention. The second preferred embodiment is substantially the same as the first preferred embodiment described above in terms of constructions and operations, and differs only in providing a start/stop switch in place of the start switch20and the stop switch21. Constructions and operations equivalent to those in the first preferred embodiment will thus not be described, only constructions and operations different from those in the first preferred embodiment will be described below.

FIG. 12is an enlarged partial perspective view showing a configuration in the vicinity of a left handlebar19of a marine vessel10according to the second preferred embodiment of the present invention. In the present preferred embodiment, the stop switch21is dispensed with, and a start/stop switch30(a switch for both starting and stopping) which is preferably a push switch is provided in place of the start switch20.

The start/switch30is used as both a start switch and a stop switch for the engine15. When the engine15is stopped, and the vessel operator presses and activates the start/stop switch30, the engine15starts. On the other hand, when the engine15is working, and the vessel operator presses and activates the start/stop switch30, the engine15stops. That is, when operated while the engine15is stopped, the start/stop switch30transmits the engine start signal to the ECU28, and when operated while the engine15is working, the start/stop switch30transmits the engine stop signal to the ECU28. It should be noted that in the present preferred embodiment, the throttle lever27, the lanyard switch22, and the start/stop switch30are individually connected to the ECU28as shown inFIG. 13.

In the present preferred embodiment, for example, as the disabling conditions for the throttle lever27, the conditions include “the engine15is resting”, “the lanyard switch22is in operation”, “the start/stop switch30is in operation while the engine15is resting”. Moreover, as the disabling conditions for the lanyard switch22, the conditions include “the engine15is resting” and “the start/stop switch30is in operation while the engine15is resting”.

In addition, as the disabling conditions for the start/stop switch30, the conditions include “the lanyard switch22is in operation”, “an operation of the start/stop switch30is interrupted after the start/stop switch30has been operated while the engine15is resting and before the engine15starts”, and “an operation of the start/stop switch30is interrupted after the start/stop switch30has been operated while the engine15is working and before the engine15stops”.

FIG. 14is a flowchart showing a fifth switching process of switching the control mode of the engine15. The process inFIG. 14is performed by the CPU of the ECU28executing a control program stored in the memory and so on.

In the process inFIG. 14, at first, the ECU28determines whether the start/stop switch30has received an operation based on whether the ECU28has received the engine start signal or the engine stop signal from the start/stop switch30(step S121).

Then, when it is determined that the start/stop switch30has received the operation, the ECU28determines whether the current situation corresponds to any of the disabling conditions for the start/stop switch30, that is, whether the current situation corresponds to any of the conditions “the lanyard switch22is in operation”, “an operation of the start/stop switch30is interrupted after the start/stop switch30is operated while the engine15is resting and before the engine15starts”, and “an operation of the start/stop switch30is interrupted after the start/stop switch30is operated while the engine15is working and before the engine15stops” (step S122).

When it is determined that the current situation does not correspond to any of the disabling conditions, the ECU28further determines whether the engine15is working (step S123). When it is determined that the engine15is working, the ECU28deactivates the engine15(step S124), and when it is determined that the engine15is resting, the ECU28activates the engine15(step S125).

On the other hand, when it is determined that the current situation corresponds to any of the disabling conditions, the ECU28switches the control mode of the engine15(step S126), and ends the present process. In this case as well, the control mode of the engine15is switched to, for example, the output suppressing mode or the acceleration priority mode.

It should be noted that in the process inFIG. 14, the function of switching the control mode of the engine15is assigned to a single operation of the start/stop switch30; however, the function of switching the control mode of the engine15may be assigned to multiple operations of the start/stop switch30.

In the second preferred embodiment, the same process as the first switching process inFIG. 7or the second switching process inFIG. 8is executed based on an operation of the throttle lever27or activation of the lanyard switch22.

In the second preferred embodiment as well, in regard to the throttle lever27, the lanyard switch22, and the start/stop switch30, the function of switching the control mode of the engine15is assigned to the received operation when the current situation corresponds to the disabling condition. As a result, the same effects as those in the first preferred embodiment are obtained.

While preferred embodiments of the present invention have been described above, it is to be understood that the present invention is not limited to the preferred embodiments described above, but variations and modifications will be apparent to those skilled in the art without departing from the scope and spirit of the present invention.

For example, in the preferred embodiments described above, the function of switching the control mode of the engine15is assigned to an operation of only one operator among the start switch20, the stop switch21, the lanyard switch22, the throttle lever27, and the start/stop switch30. Instead, the function of switching the control mode of the engine15may be assigned to a combined operation of a plurality of operators having a common disabling condition.

For example, the function of switching the control mode of the engine15may be assigned to a combined operation of the throttle lever27and the stop switch21(for example, an operation of the stop switch21after an operation of the throttle lever27) which have the disabling condition “the engine15is resting” in common. Moreover, for example, the function of switching the control mode of the engine15may be assigned to a combined operation of the throttle lever27and the start switch20(for example, an operation of the start switch20during an operation of the throttle lever27) which have the disabling condition “the lanyard switch22is in operation” in common.

Further, the capacity of the marine vessels to which preferred embodiments of the present invention are applied is not limited to three persons or less, the marine vessels to which preferred embodiments of the present invention are applied are not limited to the saddle riding type small marine vessel, and preferred embodiments of the present invention may be applied to standing type small marine vessels with a capacity of one person. In addition, the marine vessels to which preferred embodiments of the present invention are applied may be equipped with an electric motor as a drive source in place of the engine15which is an internal combustion engine. In this case, the marine vessel10includes an ON switch for the electric motor which has the same function as the start switch20for the engine15, and an OFF switch for the electric motor which has the same function as the stop switch21for the engine15. The marine vessel10in this case also may include an ON/OFF switch for the electric motor which has the same function as the start/stop switch30. Further, the lanyard switch22serves and functions as an emergency OFF switch for the electric motor, and the throttle lever27controls a rotation speed of the electric motor. Disabling conditions for each operator of the marine vessel10equipped with the electric motor are the same as those for the corresponding operator of the marine vessel10equipped with the engine15, and processes of switching a control mode of the electric motor follow the processes shown inFIGS. 7 to 10, and14.

In the preferred embodiments described above, the function of switching the control mode of the engine15is assigned only to operators involving an operation of the engine15; however, the function of switching the control mode of the engine15may be assigned to other operators (such as the reverse lever23and the trim switch24) as long as they have the disabling condition. For example, when an operation of the trim switch24is disabled while the engine15is resting, or when an operation of the reverse lever23is disabled while the start switch20is being operated, the function of switching the control mode of the engine15may be assigned to the operation of the trim switch24or the operation of the reverse lever23.