JP2024039840A - How to maintain bow-up attitude of water jet propulsion boats and water jet propulsion boats - Google Patents

Abstract

[Problem] To improve the operability of a ship in a bow-up attitude. [Solution] A water jet propulsion boat consists of a hull, a drive source disposed in the hull, a jet propulsion mechanism that generates propulsion force for the hull by jetting a jet using the driving force from the drive source, and a jet propulsion mechanism. a jet flow changing section that changes at least one of the jet direction and the jet force of the jet flow, an inclination detection section that outputs a detection signal according to the inclination angle of the hull, and a controller. Based on the detection signal of feedback processing to reduce the angle difference. [Selection diagram] Figure 5

Description

TECHNICAL FIELD The technology disclosed herein relates to a water jet propulsion boat.

2. Description of the Related Art Water jet propulsion boats that include a jet flow generating device and a direction changing member are conventionally known. The jet generation device is driven by a driving source such as an engine, and generates a jet by jetting water sucked in from outside the hull from a spout toward the rear of the hull. The direction changing member is, for example, a deflector, and is provided so as to be able to change the jetting direction of the jet generated by the jet generating device. The direction changing member is displaced in response to operation by a ship maneuvering device disposed on the hull. The operator (crew) of such a water jet propulsion boat may want to put the hull in a bow-up attitude (for example, see Patent Document 1).

US Patent No. 10864972 Utility Model Publication No. 01-099798 Japanese Patent Application Publication No. 2005-324716

In the above-described conventional water jet propulsion watercraft, the deflector is arranged at a fixed position when the hull is in a bow-up attitude, regardless of the inclination angle of the hull. Therefore, there is room for improvement in the operability of the hull regarding the bow-up attitude, such as smooth transition of the hull to the bow-bop attitude and maintenance of the bow-up attitude.

This specification discloses a technique that can solve the above-mentioned problems.

The technology disclosed in this specification can be realized, for example, as the following form.

(1) The water jet propulsion boat disclosed in this specification includes a hull, a driving source disposed in the hull, and a jet stream generated by the driving force from the driving source to generate propulsive force for the hull. a jet propulsion mechanism, a jet flow changing unit that changes at least one of the jet direction and jet force of the jet flow from the jet propulsion mechanism, a tilt detection unit that outputs a detection signal according to the tilt angle of the hull, and a controller; , the controller includes an angular difference identification process for identifying an angular difference between the inclination angle of the hull and a target angle when the hull is in a bow-up attitude based on the detection signal from the inclination detection unit; Feedback processing is performed in which the jet flow changing unit changes at least one of the jet direction and the jet force of the jet flow to reduce the angular difference.

(2) A method for maintaining a bow-up attitude of a water jet propulsion boat disclosed in this specification includes a bow-up attitude of a water jet propulsion boat that includes a hull and a jet propulsion mechanism that generates propulsive force for the hull by jetting a jet stream. The attitude maintenance method includes an angular difference identifying step of identifying an angular difference between a vertical inclination angle of the hull and a target angle when the hull is in a bow-up attitude, and a jet direction of a jet flow from the jet propulsion mechanism. and a feedback step of reducing the angular difference by changing at least one of the jetting force and the jetting force.

Note that the technology disclosed in this specification can be realized in various forms, such as a water jet propulsion boat, a bow-up attitude control device for a water jet propulsion boat, and a bow-up attitude control device for a water jet propulsion boat. The present invention can be realized in the form of a maintenance method, a computer program for realizing the functions of the apparatus or the method, a recording medium on which the computer program is recorded, and the like.

According to the water jet propulsion boat disclosed in this specification, it is possible to improve the maneuverability of the hull regarding the bow-up attitude.

A side view schematically showing the configuration of a water jet propulsion boat 10 according to the present embodiment Explanatory diagram showing the side configuration of the nozzle 47 and the deflector 51 Explanatory diagram showing the external configuration of the ship maneuvering device 70 Block diagram showing the control configuration of the water jet propulsion boat 10 Flowchart showing bow-up control processing An explanatory diagram showing an example of a bow-up attitude of the hull 20

A. Embodiment:
A-1. Configuration of water jet propulsion boat 10:
FIG. 1 is a side view schematically showing the configuration of a water jet propulsion boat 10 according to the present embodiment. In FIG. 1 and other drawings to be described later, arrows representing each direction with respect to the position of the water jet propulsion boat 10 are shown. More specifically, each figure shows arrows representing forward (FRONT), rearward (REAR), upward (UPPER), and downward (LOWER), respectively. The front-rear direction, the left-right direction (the depth direction of each figure, not shown), and the up-down direction (vertical direction) are directions that are perpendicular to each other.

The water jet propulsion boat 10 includes a hull 20, a drive device 30, a jet generation device 40, a jet adjustment mechanism 50, a displacement mechanism 60, a ship maneuvering device 70, and a control device (ECU) 80.

(Configuration of hull 20)
The hull 20 has a hull 21, a deck 22, and a seat 23. The hull 21 constitutes the bottom of the hull 20, and the deck 22 constitutes the upper part of the hull 20. The seat 23 is arranged approximately at the center of the hull 20 in the longitudinal direction, and allows an operator (crew, not shown) to sit thereon.

(Configuration of drive device 30)
Drive device 30 includes an engine 31, a crankshaft 32, and a coupling 33. The drive device 30 is arranged in a space defined between the hull 21 and the deck 22 within the hull 20 . The engine 31 is a spark ignition multi-cylinder internal combustion engine. The engine 31 is arranged below the seat 23. The engine 31 is an example of a drive source in the claims. The crankshaft 32 is a rotating shaft that outputs the driving torque generated by the engine 31. The crankshaft 32 is provided so as to extend rearward from the drive device 30. The coupling 33 connects the crankshaft 32 and an impeller shaft 45, which will be described later, and is capable of transmitting the driving torque of the crankshaft 32 to the impeller shaft 45.

(Configuration of jet flow generator 40)
The jet generating device (water jet propulsion mechanism) 40 is provided at the rear portion of the hull 21 of the hull 20 . The jet generator 40 includes a flow path 41 , an impeller housing 43 , an impeller 44 , an impeller shaft 45 , a stator blade 46 , and a nozzle 47 .

The flow path 41 is formed in the rear portion of the hull 21 of the hull 20 and in the center portion in the left-right direction. One end of the flow path 41 opens downward from the hull 21 as a water intake port 42 for sucking water. The flow path 41 extends rearward from the water intake port 42, and the other end 41a of the flow path 41 opens rearward from the hull 21.

The impeller housing 43 is a substantially cylindrical body extending in the front-rear direction, and is provided so as to protrude rearward from the hull 21 from the other end 41 a of the flow path 41 . The impeller 44 is housed within the impeller housing 43 and connected to the rear end of the impeller shaft 45 . Thereby, the impeller 44 rotates integrally with the impeller shaft 45 around the central axis of the impeller shaft 45. The stationary blades 46 are arranged behind the impeller 44 within the impeller housing 43 . The nozzle 47 is a cylindrical member and is fixed to the rear end 43a of the impeller housing 43. The rear end of the nozzle 47 is open as a spout 48 for spouting water.

With this configuration, when the driving torque from the engine 31 is transmitted to the impeller shaft 45 and the impeller 44 rotates accordingly, water flows from the outside of the hull 20 (below the hull 21 ) to the flow path 41 through the water intake port 42 . be sucked into. The water sucked into the flow path 41 is supplied from the impeller 44 to the stationary blades 46. Water supplied by the impeller 44 is rectified by passing through the stationary blades 46. The rectified water passes through the nozzle 47 and is ejected from the ejection port 48 to the rear of the hull 20. In this way, the jet flow generating device 40 can generate a jet flow behind the hull 20. According to this configuration, the higher the rotational speed of the engine 31, the greater the flow rate of the jet jet ejected from the jet jet generator 40. Therefore, by changing the operating state (rotational speed) of the engine 31, the amount of jet flow (injection force) ejected from the jet flow generation device 40 is adjusted. The drive device 30 and the jet flow generating device 40 are examples of the jet force changing unit in the claims.

(Configuration of jet flow adjustment mechanism 50)
The jet flow adjustment mechanism 50 includes a deflector 51 and a reverse bucket 52. The deflector 51 is an example of a direction changing member in the claims.

FIG. 2 is an explanatory diagram showing a side configuration of the nozzle 47 and the deflector 51. In FIGS. 2A to 2C, the directions F of the jets ejected by the deflector 51 are different from each other. As shown in FIG. 2, the deflector 51 is provided so as to change the injection direction F of the jet generated by the jet generation device 40 in the vertical direction.

Specifically, as shown in FIGS. 1 and 2, the deflector 51 is a substantially cylindrical (truncated cone-shaped) member, and is formed so that the inner diameter becomes smaller toward the backward direction of the hull 20. There is. The deflector 51 is arranged behind the nozzle 47 and covers the jet port 48 of the nozzle 47 (see FIG. 1). Therefore, the jet stream ejected from the ejection port 48 of the nozzle 47 passes through the deflector 51 and is ejected from the discharge port 51a.

The deflector 51 is rotatable with respect to the hull 20 around a rotation axis (not shown) along the up-down direction (vertical direction), and a rotation axis (not shown) along the left-right direction (horizontal direction). (not shown). A connecting portion 51b is provided on each of the left and right sides of the deflector 51, and when an operating cable (not shown) connected to the connecting portion 51b is operated by a steering handle 71 (described later), the deflector 51 can be moved to the left or right ( It rotates around a rotation axis that runs in the vertical direction.

A connecting portion 51c is provided at the top of the deflector 51, and when the connecting portion 51c is moved by the deflector moving mechanism 61, the deflector 51 rotates about a rotation axis along the left-right direction. ing.

The reverse bucket 52 is disposed on the rear side of the deflector 51 (see FIG. 1), and is provided so as to be movable between a forward position, a neutral position, and a reverse position with respect to the jet flow generating device 40. The forward position is a position where the discharge port 51a of the deflector 51 is not covered (see FIG. 1), the neutral position is a position where a part of the discharge port 51a of the deflector 51 is covered, and the reverse position is a position where the discharge port 51a of the deflector 51 is not covered. This position covers the entire discharge port 51a.

(Configuration of displacement mechanism 60)
The displacement mechanism 60 includes a deflector moving mechanism 61 and a reverse bucket moving mechanism 65 (see FIG. 1).

The deflector moving mechanism 61 displaces the deflector 51 in response to an operation by the ship maneuvering device 70. Specifically, as shown in FIG. 2, the deflector moving mechanism 61 includes a trim actuator 62, a trim arm 67, and a link 64. Trim actuator 62 is a well-known servo motor. The trim actuator 62 has an output shaft 62a. The trim actuator 62 is arranged so that the central axis of the output shaft 62a is parallel to the left-right direction of the hull 20. The trim arm 67 is an arm that extends vertically upward from the output shaft 62a. The trim arm 67 is fixed at its lower end so as to be rotatable together with the output shaft 62a. The link 64 connects the trim arm 67 and the deflector 51 (connection portion 51c).

As shown in FIG. 2A, when the longitudinal direction of the trim arm 67 is perpendicular to the horizontal line L of the hull 20 (that is, when the trim arm 67 is at the reference position Pb1), the central axis of the deflector 51 The direction is set substantially parallel to the horizontal line L. At this time, the jet flow ejected from the jet port 48 of the nozzle 47 (hereinafter sometimes simply referred to as "nozzle jet flow") passes through the deflector 51 and then flows from the discharge port 51a toward the rear of the hull 20 approximately parallel to the horizontal line L. is ejected. The rotational position of the deflector 51 at this time is called a "neutral position."

As shown in FIG. 2(B), when the trim arm 67 is at a position Pd rotated by a predetermined angle α1 clockwise (clockwise) in side view from the reference position Pb1, the direction of the central axis of the deflector 51 is aligned with the horizontal line. It is set downward with respect to L. At this time, after passing through the deflector 51, the nozzle jet is ejected from the discharge port 51a toward the rear of the hull 20 diagonally downward with respect to the horizontal line L. The rotational position of the deflector 51 at this time is called a "downward position."

As shown in FIG. 2(C), when the trim arm 67 is at a position Pu rotated by a predetermined angle α2 counterclockwise (counterclockwise) in side view from the reference position Pb1, the direction of the central axis of the deflector 51 is It is set upward with respect to the horizontal line L. At this time, after passing through the deflector 51, the nozzle jet is ejected from the discharge port 51a toward the rear of the hull 20 diagonally upward with respect to the horizontal line L. The rotational position of the deflector 51 at this time is called an "upward position." Further, the deflector moving mechanism 61 can change the rotational position of the trim arm 67 to any position between the positions Pu and Pd (including the positions Pu and Pd), for example, steplessly.

With this configuration, the deflector 51 is arranged to be rotatable around the vertical axis and the horizontal axis behind the jet nozzle 48 . Therefore, the deflector 51 can change the horizontal direction and the vertical direction of the jet jet ejected from the jet port 48 toward the rear of the hull 20 according to its rotational position.

The reverse bucket moving mechanism 65 has a shift actuator 66. Shift actuator 66 displaces reverse bucket 52.

In the displacement mechanism 60, the operation by the ship maneuvering device 70 is further transmitted to the trim actuator 62 and the shift actuator 66 by electrical control. For example, the ship maneuvering device 70 has sensors 81, 82, etc. that detect various operations described below, and the ship maneuvering device 70 uses the Trim actuator 62 and shift actuator 66 are controlled according to the operation.

(Configuration of ship maneuvering device 70)
FIG. 3 is an explanatory diagram showing the external configuration of the ship maneuvering device 70. FIG. 3 shows the external appearance of the surroundings of the steering handle 71 as seen from an operator seated on the seat 23. As shown in FIG. 3, the ship maneuvering device 70 includes a steering handle 71, a right grip portion 72R, a left grip portion 72L, a first operator 73, a second operator 74, and a third operator. 75, a start switch 76, a stop switch 77, and a display section 78.

The steering handle 71 has a pair of bar-shaped portions extending in the left-right direction with respect to the hull 20, and is supported so as to be rotatable about a rotation axis along the up-down direction. The right grip portion 72R is provided on the right side of the steering handle 71, and the left grip portion 72L is provided on the left side of the steering handle 71. The operator of the water jet propulsion boat 10 can rotate the steering handle 71 by grasping the right grip section 72R and the left grip section 72L. When the steering handle 71 is rotated, the deflector 51 can be rotated in the left-right direction via the displacement mechanism 60.

The first operator 73 includes a lever that can be moved by the operator within a predetermined first range in order to change the amount of operation (driving operation amount). The lever of the first operator 73 is pivotably supported near the base end of the right grip portion 72R. The amount of operation of the first operator 73 (that is, the amount of movement of the lever) is detected by a first position sensor 81 disposed above the first operator 73. The first position sensor 81 is a well-known potentiometer. In a state in which a predetermined forward movement operation is performed on the lever of the first operator 73, the output (rotational speed) of the engine 31 is changed according to the amount of operation of the first operator 73. In this way, the first operator 73 is an operator whose operation amount can be changed, and is an operator mainly operated when moving the water jet propulsion boat 10 forward.

The second operator 74 includes a lever that can be moved by the operator within a predetermined second range in order to change the amount of operation (driving operation amount). The lever of the second operator 74 is pivotably supported near the base end of the left grip portion 72L. The amount of operation of the second operator 74 (that is, the amount of movement of the lever) is detected by a second position sensor 82 disposed above the second operator 74 . The second position sensor 82 is a well-known potentiometer. In a state in which a predetermined reverse operation, which will be described later, is performed on the lever of the second operator 74, the output (rotational speed) of the engine 31 is changed according to the amount of operation of the second operator 74. In this way, the second operator 74 is an operator whose operation amount can be changed, and is primarily operated when moving the water jet propulsion boat 10 backward.

The third operator 75 is, for example, a push button switch, and includes an up switch 75a and a down switch 75b (see FIG. 4, which will be described later). The third operator 75 is disposed, for example, near the left grip portion 72L and inside the left grip portion 72L in the left-right direction. Therefore, the operator can easily operate the third operator 75 with the thumb of the left hand while holding the left grip portion 72L with the left hand. When the third operator 75 is operated, the position of the jet adjustment mechanism 50 (deflector 51, reverse bucket 52) is changed in accordance with the operation. Hereinafter, the operation of the third operator 75 for changing the rotational position of the deflector 51 will be referred to as a "trim operation."

The start switch 76 is located on the front side of the steering handle 71 and near the third operator 75. The start switch 76 is a switch for starting the engine 31, and is, for example, a push button switch.

The stop switch 77 is disposed on the rear surface of the steering handle 71 and on the right side of the third operator 75. The stop switch 77 is a switch for stopping the engine 31, and is, for example, a push button switch.

A display section 78 is provided at the center of the steering handle 71. The display section 78 is configured with, for example, a liquid crystal display, and displays drawings and the like. The display section 78 may have a touch panel, for example, and function as an operation reception section that receives operations by the user. FIG. 3 shows an enlarged view of the X1 section of the display section 78.

(Control configuration of water jet propulsion boat 10)
FIG. 4 is a block diagram showing the control configuration of the water jet propulsion boat 10. As shown in FIG. 4, the drive device 30 includes a fuel injection device 34, a throttle actuator 35, a throttle valve 36, and an ignition device 37. The fuel injection device 34 supplies fuel to a combustion chamber (not shown) of the engine 31. The throttle actuator 35 changes the opening degree of the throttle valve 36 (hereinafter referred to as "throttle opening degree"). The throttle valve 36 adjusts the intake air amount of the engine 31. The throttle valve 36 is commonly provided to a plurality of cylinders of the engine 31. The ignition device 37 ignites the fuel (mixture) within the combustion chamber. A fuel injection device 34 and an ignition device 37 are provided in each cylinder of the engine 31, respectively. Note that the throttle valve 36 may be provided in each cylinder of the engine 31.

The ECU 80 is an abbreviation for electronic control unit, and includes a CPU 80a, a ROM 80b, a RAM 80c, a backup RAM (or non-volatile memory, not shown), and an interface I/F (not shown). The CPU 80a implements various functions by executing instructions (routines) stored in the memory (ROM 80b). ECU 80 is an example of a controller in the claims.

The ECU 80 is electrically connected to the fuel injection device 34, the throttle actuator 35, and the ignition device 37. The ECU 80 includes a third operator 75, a start switch 76, a stop switch 77, a first position sensor 81, a second position sensor 82, a third position sensor 83, and a fourth position sensor. 84 , a rotational speed sensor 85 , a display section 78 , and a gyro sensor 86 . The ECU 80 receives output signals from these switches and sensors.

The first position sensor 81 is configured to generate an output signal representing the operation amount (first accelerator operation amount) Am1 of the first operator 73. The second position sensor 82 is configured to generate an output signal representing the operation amount (second accelerator operation amount) Am2 of the second operator 74. The third position sensor 83 is configured to generate an output signal representing the rotation angle α of the trim actuator 62. The fourth position sensor 84 is adapted to generate an output signal representing the rotation angle β of the shift actuator 66. The rotational speed sensor 85 is configured to generate an output signal representing the rotational speed Ne of the crankshaft 32. The gyro sensor 86 generates a detection signal according to the attitude of the hull 20, and the ECU 80 determines the vertical inclination angle θ (attitude) and angular velocity V (inclination angle θ) of the hull 20 based on the detection signal from the gyro sensor 86. The amount of change per unit time and the direction of change in angle (bow-up direction or bow-down direction) can be specified. The gyro sensor 86 is an example of a tilt detection section in the claims.

The ECU 80 is configured to move the reverse bucket 52 to the forward position when the engine 31 is stopped. Furthermore, when the engine 31 is started, the ECU 80 moves the reverse bucket 52 from the forward position to the neutral position. A sailing mode in which the reverse bucket 52 is moved from the forward position to the neutral position may be referred to as a neutral mode.

The ECU 80 moves the reverse bucket 52 to the forward position when the first operation element 73 is operated and the first operation amount Am1 exceeds a predetermined operation amount when the reverse bucket 52 is located at the neutral position. At the same time, the opening degree of the throttle valve 36 is increased according to the magnitude of the first operation amount Am1. Such a navigation mode is sometimes referred to as a forward mode.

The ECU 80 moves the reverse bucket 52 to the reverse position when the second operation element 74 is operated and the second operation amount Am2 exceeds a predetermined operation amount when the reverse bucket 52 is located at the neutral position. At the same time, the opening degree of the throttle valve 36 is increased according to the magnitude of the second operation amount Am2. Such a cruise mode is sometimes referred to as a reverse mode.

A-2. Bow-up control processing:
FIG. 5 is a flowchart showing bow-up control processing. The bow-up control process is a process for improving the operability of the hull 20 regarding the bow-up attitude, such as smooth transition of the hull 20 to the bow-bop attitude and maintenance of the bow-up attitude. The bow-up attitude is an attitude in which the hull 20 is tilted such that the bow of the hull 20 is located above the stern.

FIG. 6 is an explanatory diagram showing an example of a bow-up attitude of the hull 20. The symbol "θ" in FIG. 6 is the inclination angle of the hull 20 with respect to the reference horizontal line L in the vertical direction, and when the hull 20 is in the bow-up attitude, the inclination angle θ indicates a positive value. The symbol “θt” is the target range of the inclination angle of the hull 20 in the bow-up attitude. The symbol "Δθ" is the relative angular difference of the inclination angle θ with respect to the target range θt (for example, it may be the center angle of the target range θt), and the symbol "θs" is the trigger angle that triggers the feedback process described later. . The trigger angle θs is smaller than the lower limit angle of the target range θt. Note that the inclination angle θ of the hull 20 in the bow-up attitude may be, for example, 15 degrees or more, or even 30 degrees or more. Note that the target range θt is an example of the target angle in the claims. Note that the target angle may be a predetermined angle.

As described later, the bow-up control process includes a feedback process (see S150 and S160 in FIG. 5). In the present embodiment, in the feedback process, both the injection direction F of the nozzle jet due to the displacement of the deflector 51 and the injection force (propulsive force) of the nozzle jet due to the drive device 30 etc. are changed, and the inclination angle with respect to the target range θt is changed. A composite control mode is executed to reduce the relative angle difference Δθ of θ.

For example, when the inclination angle θ of the hull 20 is smaller than the target range θt (see FIG. 6), if the ECU 80 further displaces the rotational position of the deflector 51 (hereinafter referred to as the "trim position") toward the upward position, A rotational force that moves the bow of the hull 20 further upward acts on the hull 20, and the angular difference Δθ becomes smaller. Further, when the ECU 80 increases the throttle opening, if the trim position is, for example, at the start position, a propulsive force is applied to the hull 20 that moves the bow of the hull 20 further upward, and the angular difference Δθ becomes smaller. On the other hand, when the inclination angle θ of the hull 20 is larger than the target range θt, when the ECU 80 displaces the trim position toward the neutral position, a rotational force moves the bow of the hull 20 downward, and the angle difference Δθ becomes small. Become. Furthermore, when the ECU 80 decreases the throttle opening, if the trim position is, for example, at the start position, the thrust force for moving the bow of the hull 20 upward decreases, and the angular difference Δθ decreases.

The operator can set the bow-up mode, for example, by performing a predetermined operation on the ship maneuvering device 70 (for example, a touch panel operation on the display section 78). At this time, the operator can select between full assist mode and semi-assist mode regarding the bow-up mode. When the bow-up mode is set, the ECU 80 executes the bow-up control process shown in FIG. 5.

As shown in FIG. 5, the ECU 80 first controls the trim actuator 62 to place the trim position at the start position (S110). The starting position is a position on the upward side of the neutral position (see FIG. 6), and for example, from a non-bow-up attitude (for example, a normal attitude in which the hull 20 is approximately parallel to the horizontal line L (see FIG. 1)) to a bow-up attitude. It may be a position where it is easy to transition or a position where it is easy to maintain the bow-up posture.

Further, the ECU 80 causes the display unit 78 to display tilt-related information according to the tilt angle θ of the hull 20 based on the detection signal from the gyro sensor 86 (S110). The inclination-related information is information that graphically displays the inclination state of the hull 20 in the vertical direction, as shown in section X1 in FIG. 3, for example. Specifically, the display unit 78 displays a schematic diagram 20a of the hull 20 and values of vertical inclination angles with respect to the horizontal line L at predetermined angular intervals (for example, 10 degrees). In conjunction with the inclination angle θ of the hull 20, the schematic diagram 20a tilts in the vertical direction. Therefore, the operator can visually grasp the inclination state of the hull 20 by looking at the display on the display unit 78, so that the operability of the hull 20 in the bow-up position can be further improved by, for example, shifting the weight according to the display. improves.

Next, the ECU 80 detects the inclination angle θ of the hull 20 (S120), and determines whether the inclination angle θ of the hull 20 is equal to or greater than the trigger angle θs (S130). The operator can adjust the inclination angle θ of the hull 20 by attempting a bow-up operation to shift his/her weight toward the stern side of the hull 20 while operating the first operator 73 (hereinafter referred to as "throttle operation"), for example. can be made greater than the trigger angle θs. If the operator attempts a bow-up operation, but the inclination angle θ of the hull 20 is less than the trigger angle θs (S130: No), the process returns to S120 again. On the other hand, if the inclination angle θ of the hull 20 becomes equal to or greater than the trigger angle θs as a result of the operator's attempt to perform a bow-up operation (S130: Yes), the process proceeds to S140, where feedback processing and the like are started. That is, the ECU 80 starts the feedback process on the condition that the inclination angle θ of the hull 20 reaches the trigger angle θs. Therefore, the feedback process is prevented from being inadvertently executed when the hull 20 is in a non-bow-up attitude.

In S140, the ECU 80 specifies the inclination angle θ and the angular velocity V of the hull 20 based on the detection signal from the gyro sensor 86 (S140). The process of S140 is an example of the angular velocity specifying process and the angular velocity specifying step in the claims. Based on the specified inclination angle θ, the ECU 80 specifies a relative angular difference Δθ of the inclination angle θ with respect to the target range θt, and based on the specified angular velocity V (positive or negative), the ECU 80 determines the vertical direction of the hull 20. The moving direction of the tilt (hereinafter referred to as "tilting direction R", see FIG. 6) is specified (S150). The process of S150 is an example of the angular difference specifying process and the angular difference specifying step in the claims.

Next, the ECU 80 executes feedback processing (S160, S170). This process is an example of a feedback process. In the feedback process, the above composite control mode is executed based on the angular velocity V in addition to the inclination angle θ of the hull 20. In this way, the injection direction F and the injection force of the nozzle jet are changed according to the angular velocity V of the inclination angle θ indicating the tilting direction R of the hull 20. Therefore, compared to a configuration in which the angular velocity V is not taken into account, the above-mentioned angular difference Δθ in the bow-up posture can be efficiently reduced.

In this embodiment, the contents of the feedback processing are different between the full assist mode and the semi-assist mode. The full assist mode is an example of the second composite control mode and the fourth composite control mode in the claims, and the semi-assist mode is an example of the first composite control mode and the third composite control mode in the claims. be.

When the full assist mode is selected (S160), the feedback process by the ECU 80 is executed with the operator's operations on the ship maneuvering device 70 (throttle operation, trim operation) being disabled.

Specifically, the ECU 80 specifies the "angle changed by trim control" and the "angle changed by throttle opening" based on the specified angular difference Δθ and angular velocity V. The change angle by trim control is a predicted value of the change angle of the inclination angle θ of the hull 20 due to a change in the trim position (the amount of rotation of the deflector 51). The change angle due to the throttle opening is a predicted value of the change angle of the inclination angle θ of the hull 20 due to a change in the throttle opening. For the angle changed by trim control and the angle changed by throttle opening, the optimum values necessary to reduce the angular difference Δθ of the hull 20 are respectively specified. In the full assist mode, the angle difference Δθ, the angle changed by the trim control, and the angle changed by the throttle opening can be expressed, for example, by the following equation 1.
<Formula 1>
|Angle difference Δθ|-|K・(K1・(angle changed by trim control)+K2・(changed angle due to throttle opening))|=0

Note that the total angle of the angle changed by the trim control and the angle changed by the throttle opening may be multiplied by a coefficient K, taking into account control errors such as follow-up delay in the feedback control process. Further, the changing angle due to rim control and the changing angle due to throttle opening may be multiplied by mutually different coefficients K1 and K2 to give different weights. According to the full assist mode, the operability of the hull 20 in the bow-up attitude is improved, such as smooth transition of the hull 20 to the bow-up attitude and maintenance of the bow-up attitude, without relying on operations by an operator.

When the semi-assist mode is selected (S170), feedback processing by the ECU 80 is executed with the operator's operations (throttle operation, trim operation) on the ship maneuvering device 70 being enabled.

Specifically, in addition to the specified angular difference Δθ and angular velocity V, the ECU 80 specifies the changed angle due to trim control and the changed angle due to throttle opening based on the “changed angle due to operation”. The change angle due to operation is a predicted value of the change angle of the inclination angle θ of the hull 20 due to the operator's operation of the ship maneuvering device 70 (throttle operation, trim operation). In the semi-assist mode, the angle difference Δθ, the angle changed by trim control, the angle changed by throttle opening, and the angle changed by operation can be expressed, for example, by the following equation 2.
<Formula 2>
|Angle difference Δθ|-|K・(K1・(angle changed by trim control)+K2・(changed angle by throttle opening))+K3(changed angle by operation)|=0

The change angle due to the change may be multiplied by a coefficient K3, taking into consideration control errors such as a delay in the displacement mechanism 60 responding to the operation of the steering device 70. The semi-assisted mode allows the operator to operate the device and reflects this in changes to the nozzle jet direction F and jet force, while improving the maneuverability of the hull 20 with respect to the bow-up attitude, for example, by smoothly transitioning the hull 20 to a bow-up attitude and maintaining the bow-up attitude.

The processes from S140 to S160 and S170 are continued until bow-up is canceled. Canceling the bow-up may be, for example, by performing an operation to cancel the bow-up mode setting using the ship maneuvering device 70, or by the operator shifting his/her weight toward the bow side of the hull 20 to place the hull 20 in a non-bow-up position (for example, tilted). The angle θ may be less than or equal to the trigger angle θs. After executing the feedback process (S160, S170), if the bow-up has not been canceled (S180: No), the ECU 80 returns to S140. On the other hand, when the bow-up is canceled (S180: Yes), the ECU 80 cancels the feedback process and ends the present bow-up control process.

B. Variant:
The technology disclosed in this specification is not limited to the above-described embodiments, and can be modified into various forms without departing from the gist thereof. For example, the following modifications are also possible.

The configuration of the water jet propulsion boat 10 of the above embodiment is just an example, and can be modified in various ways. For example, in the above embodiment, the engine 31 is used as an example of the drive source of the drive device 30, but the drive source is not limited to this, and may be an electric motor or the like. In the above embodiment, the deflector 51 is illustrated as the direction changing member, but the present invention may be applied to the reverse bucket 52, for example.

In the above embodiment, the trim actuator 62 is exemplified using a servo motor as a power source, but the trim actuator 62 may be an electric actuator that uses another drive source (for example, a solenoid, an electric motor, etc.). Furthermore, the trim actuator 62 may be an actuator that utilizes another drive source (such as a magnetic fluid actuator, an electrorheological fluid actuator, or a hydraulic actuator).

In the above embodiment, the transmission mechanism for transmitting the operation by the ship maneuvering device 70 to the trim actuator 62 and the like is electrical control using wired communication, but the present invention is not limited to this, and electrical control using wireless communication may also be used. Further, the transmission mechanism may be configured to mechanically connect the steering handle 71 and the trim actuator 62 etc. with an operation cable, and displace the deflector 51 in the vertical direction by an amount of movement corresponding to the amount of movement of the steering handle 71.

The content of the bow-up control process (FIG. 5) in the above embodiment is merely an example, and can be modified in various ways. For example, in the above embodiment, the composite control mode is executed in the feedback process, but the injection direction control mode or the injection force control mode may also be executed. In the injection direction control mode, the injection direction F of the nozzle jet is changed by the displacement of the deflector 51, and the relative angle difference Δθ of the inclination angle θ with respect to the target range θt is adjusted without changing the injection force of the nozzle jet by the drive device 30 or the like. This is a mode to make it smaller. The injection force control mode is a mode in which the injection force of the nozzle jet by the drive device 30 or the like is changed to reduce the relative angle difference Δθ without changing the injection direction F of the nozzle jet due to the displacement of the deflector 51.

In the bow-up control process (FIG. 5) of the embodiment described above, it is not necessary to display the inclination-related information according to the inclination angle θ of the hull 20 on the display unit 78. Further, the ECU 80 may start the feedback process without making it a condition that the inclination angle θ of the hull 20 reaches the trigger angle θs. Further, the ECU 80 may specify the tilting direction R based on the detection signal from the gyro sensor 86, for example, without specifying the angular velocity V of the hull 20.

In the bow-up control process (FIG. 5) of the embodiment described above, the ECU 80 may increase the speed at which at least one of the jet direction and the jet force is changed by the jet flow changing unit as the specified angular velocity V becomes larger. At this time, the ECU 80 may, for example, change the injection direction of the jet flow according to the angular difference Δθ, and change the injection force according to the changing speed. Further, the ECU 80 may be capable of executing either the full assist mode (S160) or the semi-assist mode (S170). Further, in the semi-assist mode (S170), either the throttle operation or the trim operation may be enabled. Further, the jet flow changing section may be configured to perform feedback processing by changing either one of the jet direction and the jet force of the jet flow from the jet propulsion mechanism.

10: Water jet propulsion boat 20: Hull 21: Hull 22: Deck 23: Seat 30: Drive device 31: Engine 32: Crankshaft 33: Coupling 34: Fuel injection device 35: Throttle actuator 36: Throttle valve 37: Ignition device 40: Jet generator 41: Flow path 41a: Other end 42: Water inlet 43: Impeller housing 43a: Rear end 44: Impeller 45: Impeller shaft 46: Stationary blade 47: Nozzle 48: Jet outlet 50: Jet adjustment mechanism 51: Deflector 51a: Discharge port 51b, 51c: Connection part 52: Reverse bucket 57L: Left side connection part 57R: Right side connection part 60: Displacement mechanism 61: Deflector movement mechanism 62: Trim actuator 62a: Output shaft 64: Link 65: Reverse bucket movement Mechanism 66: Shift actuator 67: Trim arm 70: Ship maneuvering device 71: Steering handle 72L: Left grip portion 72R: Right grip portion 73: First operator 74: Second operator 75: Third operator 75a: Up switch 75b: Down switch 76: Start switch 77: Stop switch 78: Display unit 80: ECU 80a: CPU 80b: ROM 80c: RAM 81: First position sensor 82: Second position sensor 83: Third position Sensor 84: Fourth position sensor 85: Rotation speed sensor 86: Gyro sensor

Claims (20)

The hull and
a driving source disposed in the hull;
a jet propulsion mechanism that generates propulsive force for the hull by ejecting a jet stream using a driving force from the driving source;
a jet flow changing unit that changes at least one of the jet direction and jet force of the jet flow from the jet propulsion mechanism;
an inclination detection section that outputs a detection signal according to the inclination angle of the hull;
controller and
Equipped with
The controller includes:
An angular difference identification process that identifies an angular difference between the inclination angle of the hull and a target angle when the hull is in a bow-up attitude based on the detection signal from the inclination detection unit;
performing a feedback process in which the jet flow changing unit changes at least one of the jet direction and the jet force of the jet flow to reduce the angular difference;
Water jet propulsion boat. The water jet propulsion boat according to claim 1,
The controller further includes:
Executing angular velocity identification processing for identifying the angular velocity of the inclination angle of the hull based on the detection signal from the inclination detection unit;
In the feedback process, the jet flow changing unit changes at least one of the jet direction and the jet force of the jet flow according to the specified angular velocity of the inclination angle.
Water jet propulsion boat. The water jet propulsion boat according to claim 2,
The controller includes:
In the feedback process, the larger the angular velocity of the specified inclination angle, the faster the speed at which at least one of the jetting direction and jetting force of the jet flow is changed by the jet flow changing unit.
Water jet propulsion boat. The water jet propulsion boat according to claim 1,
The jet flow changing unit includes a direction changing member that changes the jetting direction of the jet flow from the jet propulsion mechanism,
The controller includes:
in the feedback process, executing a jet direction control mode in which the direction changing member changes the jet direction of the jet to reduce the angular difference;
Water jet propulsion boat. The water jet propulsion boat according to claim 4,
Further, a ship maneuvering device disposed on the hull,
The jet flow changing unit is configured to be able to change the jetting force of the jet according to an operation for changing the jetting force by the ship maneuvering device,
The injection direction control mode includes a first injection direction control mode that reduces the angular difference while allowing a change in injection force according to the operation by the ship maneuvering device.
Water jet propulsion boat. The water jet propulsion boat according to claim 5,
The jetting direction control mode further includes a second jetting direction control mode that reduces the angular difference while prohibiting changes in jetting force in accordance with operations by the ship maneuvering device,
The controller includes:
In the feedback process, selectively executing the first injection direction control mode and the second injection direction control mode;
Water jet propulsion boat. The water jet propulsion boat according to claim 4,
Further, a ship maneuvering device disposed on the hull,
The direction changing member is configured to be able to change the jetting direction of the jet stream in response to an operation for changing the jetting direction by the ship maneuvering device,
The jetting direction control mode includes a third jetting direction control mode that reduces the angular difference while allowing a change in the jetting direction according to the operation by the ship maneuvering device, and a third jetting direction control mode that reduces the jetting direction according to the operation by the ship maneuvering device. a fourth injection direction control mode that reduces the angular difference while prohibiting
The controller includes:
In the feedback process, selectively executing the third injection direction control mode and the fourth injection direction control mode;
Water jet propulsion boat. The water jet propulsion boat according to claim 1,
The jet flow changing section has a jetting force changing section that changes the jetting force of the jet flow from the jet propulsion mechanism,
The controller includes:
in the feedback process, executing an injection force control mode in which the injection force changing unit changes the injection force of the jet flow to reduce the angular difference;
Water jet propulsion boat. The water jet propulsion boat according to claim 8,
Further, a ship maneuvering device disposed on the hull,
The injection force changing unit is configured to be able to change the injection force of the jet stream according to an operation for changing the injection force by the ship maneuvering device,
The jetting force control mode includes a first jetting force control mode that reduces the angular difference while allowing a change in the jetting force according to the operation by the ship maneuvering device.
Water jet propulsion boat. The water jet propulsion boat according to claim 9,
The jetting force control mode further includes a second jetting force control mode that reduces the angular difference while prohibiting changes in the jetting force according to the operation by the ship maneuvering device,
The controller includes:
In the feedback process, selectively executing the first injection force control mode and the second injection force control mode;
Water jet propulsion boat. The water jet propulsion boat according to claim 8,
Further, a ship maneuvering device disposed on the hull,
The jet flow changing unit further includes a direction changing member that changes the jet direction of the jet flow from the jet propulsion mechanism,
The direction changing member is configured to be able to change the jetting direction of the jet stream in response to an operation for changing the jetting direction by the ship maneuvering device,
The jetting force control mode includes a third jetting force control mode that reduces the angular difference while allowing a change in the jetting direction according to the operation by the ship maneuvering device, and a third jetting force control mode that reduces the jetting direction according to the operation by the ship maneuvering device. a fourth injection force control mode that reduces the angular difference while prohibiting
The controller includes:
In the feedback process, selectively executing the third injection force control mode and the fourth injection force control mode;
Water jet propulsion boat. The water jet propulsion boat according to claim 1,
The jet flow changing unit has a direction changing member that changes the jetting direction of the jet flow from the jet propulsion mechanism, and a jetting force changing unit that changes the jetting force of the jet flow from the jet propulsion mechanism,
The controller includes:
in the feedback process, executing a composite control mode in which the injection force changing unit changes the injection direction and injection force of the jet to reduce the angular difference;
Water jet propulsion boat. The water jet propulsion boat according to claim 12,
Further, a ship maneuvering device disposed on the hull,
The injection force changing unit is configured to be able to change the injection force of the jet stream according to an operation for changing the injection force by the ship maneuvering device,
The composite control mode includes a first composite control mode that reduces the angular difference while allowing the injection force to be changed in accordance with the operation by the ship maneuvering device.
Water jet propulsion boat. The water jet propulsion boat according to claim 13,
The composite control mode further includes a second composite control mode that reduces the angular difference while prohibiting changes in the injection force according to the operation by the ship maneuvering device,
The controller includes:
In the feedback process, selectively executing the first composite control mode and the second composite control mode;
Water jet propulsion boat. The water jet propulsion boat according to claim 12,
Further, a ship maneuvering device disposed on the hull,
The direction changing member is configured to be able to change the jetting direction of the jet stream in response to an operation for changing the jetting direction by the ship maneuvering device,
The composite control mode includes a third composite control mode that reduces the angular difference while allowing a change in the jet direction according to the operation by the ship maneuvering device, and a third composite control mode that prohibits changing the jet direction according to the operation by the ship maneuvering device. and a fourth composite control mode that reduces the angular difference while
The controller includes:
In the feedback process, selectively executing the third composite control mode and the fourth composite control mode;
Water jet propulsion boat. The water jet propulsion boat according to claim 1,
The controller includes:
Starting the feedback process based on the detection signal from the inclination detection section, on the condition that the inclination angle of the hull reaches a trigger angle smaller than the target angle.
Water jet propulsion boat. The water jet propulsion boat according to claim 1,
Further, a ship maneuvering device disposed on the hull and having a display section is provided,
The controller includes:
Displaying tilt-related information according to the tilt angle of the hull on the display unit based on the detection signal from the tilt detection unit;
Water jet propulsion boat. A method for maintaining a bow-up attitude of a water jet propulsion boat comprising a hull and a jet propulsion mechanism that generates propulsive force for the hull by jetting a jet stream, the method comprising:
An angular difference identifying step of identifying an angular difference between a vertical inclination angle of the hull and a target angle when the hull is in a bow-up attitude;
a feedback step of reducing the angular difference by changing at least one of the jet direction and the jet force of the jet flow from the jet propulsion mechanism;
How to maintain the bow-up attitude of a water jet propulsion boat. A method for maintaining a bow-up attitude of a water jet propulsion boat according to claim 18, comprising:
including an angular velocity identifying step of identifying the angular velocity of the inclination angle of the hull,
In the feedback step, at least one of the injection direction and the injection force of the jet stream is changed according to the angular velocity of the specified inclination angle.
How to maintain the bow-up attitude of a water jet propulsion boat. A method for maintaining a bow-up attitude of a water jet propulsion boat according to claim 19, comprising:
In the feedback step, the larger the angular velocity of the specified inclination angle, the faster the changing speed of at least one of the injection direction and injection force of the jet stream.
How to maintain the bow-up attitude of a water jet propulsion boat.

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