WATERCRAFT MANEUVERING SYSTEM AND WATERCRAFT

Abstract

A watercraft maneuvering system includes manual operators, actuators to cause a watercraft to travel, and a controller configured or programmed to control the actuators according to an operation state of the manual operators. The controller is configured or programmed to control the actuators according to any one of a plurality of watercraft maneuvering assist modes. The watercraft maneuvering system includes a proposal notifier to notify a user of a proposed execution of an appropriate watercraft maneuvering assist mode when a predetermined proposal condition is satisfied. The watercraft maneuvering system includes a command input to be operated by the user to command whether or not to execute a watercraft maneuvering assist mode proposed by the proposal notifier. When execution of the proposed watercraft maneuvering assist mode is commanded by the user, the controller is configured or programmed to control the actuators according to the watercraft maneuvering assist mode.

Claims

1. A watercraft maneuvering system comprising: manual operators to be operated by a user for watercraft maneuvering; actuators to cause a watercraft to travel; a controller configured or programmed to control the actuators according to an operation state of the manual operators and to control the actuators according to any one of a plurality of watercraft maneuvering assist modes to assist in watercraft maneuvering; a proposal notifier to notify a user of a proposed execution of a watercraft maneuvering assist mode that matches a predetermined proposal condition among the plurality of watercraft maneuvering assist modes when an operation state of the manual operators and/or an activation state of the actuators satisfies the predetermined proposal condition; and a command input to be operated by the user to command whether or not to execute the watercraft maneuvering assist mode proposed by the proposal notifier; wherein the controller is configured or programmed to control the actuators according to the watercraft maneuvering assist mode when execution of the watercraft maneuvering assist mode proposed by the proposal notifier is commanded by the command input.

2. The watercraft maneuvering system according to claim 1, wherein the actuators include a propulsion device to generate a propulsive force to propel a hull of the watercraft; the manual operators include an acceleration manual operator to adjust the propulsive force of the propulsion device; the plurality of watercraft maneuvering assist modes include a low-speed traveling assist mode in which the controller is configured or programmed to control the propulsion device to maintain the propulsive force generated by the propulsion device at a predetermined low-speed traveling propulsive force irrespective of an operation on the acceleration manual operator; the proposal condition includes a low-speed traveling assist mode proposal condition to determine a proposal of the low-speed traveling assist mode; and the low-speed traveling assist mode proposal condition includes a condition that the propulsive force generated by the propulsion device is maintained at a value not higher than a low-speed traveling threshold for not shorter than a predetermined time.

3. The watercraft maneuvering system according to claim 1, wherein the actuators include a propulsion device to generate a propulsive force to propel a hull of the watercraft; the manual operators include an acceleration manual operator to adjust the propulsive force of the propulsion device; the plurality of watercraft maneuvering assist modes include a constant-speed traveling assist mode in which the controller is configured or programmed to control the propulsion device to maintain the propulsive force generated by the propulsion device at a set propulsive force that is able to be set by the user irrespective of an operation on the acceleration manual operator; the proposal condition includes a constant-speed traveling assist mode proposal condition to determine a proposal of the constant-speed traveling assist mode; and the constant-speed traveling assist mode proposal condition includes a condition that a change in an operation amount of the acceleration manual operator is maintained at a value not higher than a predetermined threshold for not shorter than a predetermined time.

4. The watercraft maneuvering system according to claim 1, wherein the actuators include a propulsion device to generate a propulsive force to propel a hull of the watercraft and that includes a plurality of driving states including forward driving and reverse driving; the manual operators include an acceleration manual operator to adjust the propulsive force of the propulsion device; the plurality of watercraft maneuvering assist modes include a launching assist mode in which the controller is configured or programmed to control the propulsion device such that the propulsive force of the propulsion device is larger than a reverse propulsive force upper limit during normal driving with the propulsion device in a reverse driving state; the proposal condition includes a launching assist mode proposal condition to determine a proposal of the launching assist mode; and the launching assist mode proposal condition includes a condition that, immediately after driving of the propulsion device is started, a fully open operation state in which an operation amount of the acceleration manual operator exceeds a predetermined determination threshold is maintained for not shorter than a predetermined time in the reverse driving state of the propulsion device.

5. The watercraft maneuvering system according to claim 1, wherein the actuators include a propulsion device to generate a propulsive force to propel a hull of the watercraft, and a trim adjuster to change a trim of the hull; the manual operators include an acceleration manual operator to adjust the propulsive force of the propulsion device and a trim manual operator to adjust the trim of the hull; the plurality of watercraft maneuvering assist modes include an automatic trim mode in which the controller is configured or programmed to control the trim adjuster in accordance with an operation on the acceleration manual operator and/or a surrounding hydrographic state of the watercraft irrespective of an operation on the trim manual operator; the proposal condition includes an automatic trim mode proposal condition to determine a proposal of the automatic trim mode; and the automatic trim mode proposal condition includes at least one of a condition that a number of rapid acceleration operations on the acceleration manual operator within a predetermined time exceeds a determination threshold and a condition that the controller determines that the surrounding hydrographic state of the watercraft is a rough state.

6. The watercraft maneuvering system according to claim 1, wherein the actuators include a propulsion device to generate a propulsive force to propel a hull of the watercraft; and the propulsion device includes a waterjet propulsion device including a jet propulsion pump.

7. The watercraft maneuvering system according to claim 6, wherein the watercraft is a personal watercraft including a steering handle bar.

8. The watercraft maneuvering system according to claim 1, wherein at least one of the manual operators is also usable as the command input.

9. The watercraft maneuvering system according to claim 1, wherein the actuators include a propulsion device to generate a propulsive force to propel a hull of the watercraft; the manual operators include an acceleration manual operator to adjust the propulsive force of the propulsion device; the plurality of watercraft maneuvering assist modes include a constant-speed traveling assist mode in which the controller is configured or programmed to control the propulsion device to maintain the propulsive force generated by the propulsion device at a set propulsive force that is able to be set by the user irrespective of an operation on the acceleration manual operator; and the command input includes a set propulsive force change manual operator to increase or decrease the set propulsive force during the constant-speed traveling assist mode.

10. A watercraft comprising: a hull; and the watercraft maneuvering system according to claim 1 provided on the hull.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0022] FIG. 1 is a left side view of a watercraft according to an example embodiment of the present invention.

[0023] FIG. 2 is a vertical sectional view taken anteroposteriorly of a propulsion device provided in the watercraft.

[0024] FIG. 3 is a plan view showing a portion of the watercraft around a steering handle bar.

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

[0026] FIG. 5 shows a display screen image of a display of the watercraft.

[0027] FIG. 6 is a flowchart that describes a process example related to proposal and execution of a no-wake mode.

[0028] FIG. 7 is a flowchart that describes a process example related to proposal and execution of a cruise assist mode.

[0029] FIG. 8 is a flowchart that describes a process example related to proposal and execution of a reverse assist mode.

[0030] FIG. 9 is a flowchart that describes a process example related to proposal and execution of an automatic trim mode.

DETAILED DESCRIPTION OF THE EXAMPLE EMBODIMENTS

[0031] FIG. 1 is a left side view of a watercraft 1 according to an example embodiment of the present invention. FIG. 2 is a vertical sectional view taken anteroposteriorly of a propulsion device 9 in the watercraft 1. FIG. 3 is a plan view showing a portion of the watercraft 1 around a steering handle bar 6. In the present example embodiment, the watercraft 1 is a personal watercraft (PWC) by way of example.

[0032] The watercraft 1 includes a watercraft hull 2 (hull) that floats on a water surface, and a watercraft maneuvering system 30 in the watercraft hull 2. The watercraft maneuvering system 30 includes a propulsion device 9 that propels the watercraft hull 2. The watercraft hull 2 includes a body 3 defining a watercraft bottom portion and watercraft side portions, and a deck 4 provided above the body 3. The propulsion device 9 is inside the watercraft hull 2. The propulsion device 9 is one of a plurality of actuators that assist or cause the watercraft 1 to travel. The propulsion device 9 is, for example, a waterjet propulsion device that generates a thrust by sucking water from the watercraft bottom portion and jetting the water rearward.

[0033] The watercraft 1 further includes a seat 5 on which a user sits, and the steering handle bar 6 to be operated by the user to steer the watercraft 1. The seat 5 may be a single seat or may be a double seat or a triple seat. The watercraft maneuvering system 30 includes an accelerator lever 7 (acceleration manual operator, forward acceleration manual operator) to be operated by the user to change the magnitude of a thrust to be generated by the propulsion device 9 to advance the watercraft hull 2, and a reverse lever 8 (acceleration manual operator, reverse acceleration manual operator, shift manual operator) to be operated by the user to change the magnitude of a thrust to be generated by the propulsion device 9 to reverse the watercraft hull 2.

[0034] The steering handle bar 6 includes two handle grips 6g respectively attached to opposite ends thereof to be gripped by the right and left hands of the user. The steering handle bar 6 is pivotable leftward and rightward with respect to the watercraft hull 2 about a steering shaft (not shown) extending diagonally forward and downward from the steering handle bar 6. The accelerator lever 7 and the reverse lever 8 are pivotable together with the steering handle bar 6 leftward and rightward with respect to the watercraft hull 2.

[0035] The accelerator lever 7 and the reverse lever 8 are attached to the steering handle bar 6. The accelerator lever 7 is disposed forward of the right handle grip 6g. The reverse lever 8 is disposed forward of the left handle grip 6g. The accelerator lever 7 is supported in a cantilevered manner so as to be pivotable forward and rearward with respect to the steering handle bar 6. The reverse lever 8 is also supported in a cantilevered manner so as to be pivotable forward and rearward with respect to the steering handle bar 6.

[0036] The accelerator lever 7 is movable in a range from a maximum output position to a minimum output position with respect to the steering handle bar 6. The maximum output position is an operation position indicating the maximum output of an engine 10 which is a drive source of the propulsion device 9 and is a forward fully open position. The minimum output position is an operation position indicating the minimum output of the engine 10. The minimum output position is an engine idling position at which the engine 10 is idled. The accelerator lever 7 is generally kept at the minimum output position when it is not operated. The output of the engine 10 (i.e., the output of the propulsion device 9) is increased as the accelerator lever 7 approaches the maximum output position. As described above, the accelerator lever 7 is an example of an acceleration manual operator and an example of a forward acceleration manual operator.

[0037] As shown in FIG. 2, the propulsion device 9 includes a jet propulsion pump 11 to generate the thrust by sucking water from the watercraft bottom portion and jetting the water rearward, and the engine 10 functioning as a drive source to drive the jet propulsion pump 11. The jet propulsion pump 11 includes a water inlet port 12 that opens in the watercraft bottom portion, a nozzle 16 from which water sucked through the water inlet port 12 is jetted rearward, and a flow channel 13 through which the water is guided from the water inlet port 12 to the nozzle 16. The jet propulsion pump 11 further includes an impeller 15 disposed in the flow channel 13, and a drive shaft 14 to transmit the rotation of the engine 10 to the impeller 15.

[0038] The propulsion device 9 further includes a deflector 17 to deflect the water jetted rearward from the nozzle 16 leftward and rightward. The water supplied from the nozzle 16 is jetted rearward from a jet port 17p of the deflector 17 such that the deflector 17 generates a straight water stream jetted from the jet port 17p. The deflector 17 is pivotable leftward and rightward with respect to the nozzle 16. The nozzle 16 is fixed to the body 3 of the watercraft hull 2. With the deflector 17 tilted leftward or rightward with respect to the nozzle 16, the flow of the water jetted rearward from the deflector 17 is also tilted leftward or rightward with respect to the nozzle 16. Thus, a thrust is generated to turn the watercraft 1.

[0039] When the user moves the steering handle bar 6, the deflector 17 is pivoted leftward or rightward with respect to the nozzle 16. The watercraft maneuvering system 30 may include a push/pull cable (not shown) that transmits the movement of the steering handle bar 6 to the deflector 17. The watercraft maneuvering system 30 may include, instead of the push/pull cable, a steering actuator (not shown) that pivots the deflector 17 leftward and rightward with respect to the nozzle 16 based on the detection value of a steering position sensor (not shown) that detects the position of the steering handle bar 6.

[0040] The propulsion device 9 includes a bucket 18 to change the direction of the water jetted rearward from the deflector 17 to a forward direction. The bucket 18 includes jet ports 18p through which the water jetted rearward from the deflector 17 is jetted forward. The bucket 18 is attached to the nozzle 16. The bucket 18 is pivotable upward and downward in a range from an F-position (a position shown in FIG. 2; forward position) to an R-position (reverse position) with respect to the nozzle 16. At the F-position, the bucket 18 does not overlap any portion of the jet port 17p of the deflector 17 as viewed from behind. At the R-position, the bucket 18 is located behind the jet port 17p of the deflector 17, and completely overlaps the jet port 17p of the deflector 17 as viewed from behind. There is an N-position (neutral trim position) between the F-position and the R-position where the forward and reverse propulsive forces applied to the watercraft hull 2 are substantially balanced.

[0041] The propulsion device 9 includes a reverse actuator 19 to pivot the bucket 18 upward and downward within the range from the F-position to the R-position. The reverse actuator 19 includes an electric motor. The reverse actuator 19 may include an actuator other than the electric motor. The reverse actuator 19 is connected to an ECU 31 to be described below. When the user operates the reverse lever 8, the ECU 31 drives the reverse actuator 19 to move the bucket 18.

[0042] For example, when the user grips the reverse lever 8 while releasing the accelerator lever 7, the ECU 31 moves the bucket 18 to the R-position. The ECU 31 controls the output (rotation speed) of the engine 10 according to the operation amount of the reverse lever 8. Thus, the engine rotation speed increases as the operation amount of the reverse lever 8 increases. However, even when the reverse lever 8 is operated to the reverse fully open position corresponding to the maximum operation amount of the reverse lever 8, the engine rotation speed is limited to the reverse upper limit rotation speed smaller than the engine rotation speed when the accelerator lever 7 is operated to the forward fully open position. When the user releases the reverse lever 8, the ECU 31 locates the bucket 18 at the N-position. As described above, in the present example embodiment, the reverse lever 8 is an example of a reverse acceleration manual operator, an example of an acceleration manual operator, and an example of a shift manual operator.

[0043] When the water is jetted rearward from the deflector 17 with the bucket 18 located at the F-position, the jetted water is not hindered by the bucket 18 and flows rearward. Thus, the thrust is generated in a watercraft forward direction. When the water is jetted rearward from the deflector 17 with the bucket 18 located at the R-position, the jetted water hits the bucket 18, and flows forward from the jet ports 18p of the bucket 18. Thus, the thrust is generated in a watercraft reverse direction.

[0044] The deflector 17 is pivotable about a vertical steering axis As leftward and rightward with respect to the nozzle 16, and is pivotable about a horizontal trim axis At upward and downward with respect to the nozzle 16. With the deflector 17 tilted upward or downward with respect to the nozzle 16, the flow of the water jetted rearward from the deflector 17 is also tilted upward or downward with respect to the nozzle 16. When the water is jetted from the deflector 17 with the deflector 17 tilted upward or downward with respect to the nozzle 16 and with the bucket 18 located at the F-position, the thrust is generated to move the bow B1 of the watercraft hull 2 (see FIG. 1) upward or downward with respect to the stern S1 of the watercraft hull 2 (see FIG. 1) such that the trim of the watercraft 1 is changed.

[0045] The trim is one of indexes to be used to determine how much the watercraft 1 is tilted anteroposteriorly with respect to the water surface. The trim refers to a difference between a vertical distance from the water surface cross position of the bow B1 to the keel of the watercraft hull 2 and a vertical distance from the water surface cross position of the stern S1 to the keel of the watercraft hull 2. In other words, the trim refers to a difference between a vertical distance from a waterline WL at the bow B1 (see FIG. 1) to the keel (bow draft) and a vertical distance from a waterline WL at the stern S1 to the keel (stern draft).

[0046] When the water is jetted from the deflector 17 with the deflector 17 tilted upward with respect to the nozzle 16 and with the bucket 18 located at the F-position, the thrust is generated to move the bow B1 upward with respect to the stern S1. When the water is jetted from the deflector 17 with the deflector 17 tilted downward with respect to the nozzle 16 and with the bucket 18 located at the F-position, on the other hand, the thrust is generated to move the bow B1 downward with respect to the stern S1. That is, the trim of the watercraft hull 2 is increased or reduced according to the vertical position of the deflector 17.

[0047] The upward movement of the bow B1 with respect to the stern S1 is referred to as trim up and the downward movement of the bow B1 with respect to the stern S1 is often referred to as trim down. In the following description, the vertical position of the deflector 17 with respect to the nozzle 16 is often referred to as trim position. The trim position is herein synonymous with the trim angle of the deflector 17 indicating the upward or downward angle of the center line of the deflector 17 with respect to the center line of the nozzle 16. The trim of the watercraft hull 2 is increased as the trim position becomes higher. The trim of the watercraft hull 2 is reduced as the trim position becomes lower.

[0048] The watercraft maneuvering system 30 includes a trim adjuster 21 to adjust the trim position to adjust the trim of the watercraft hull 2. The trim adjuster 21 is one of actuators used during traveling of the watercraft 1. In FIG. 2, the trim adjuster 21 is illustrated as including the deflector 17 that jets the water rearward and is pivotable upward and downward with respect to the body 3 of the watercraft hull 2, and a trim actuator 20 to pivot the deflector 17 upward and downward with respect to the body 3 by way of example. The trim actuator 20 is driven to increase or reduce (raise or lower) the trim position of the deflector 17 such that the trim of the watercraft 1 can be changed. The trim actuator 20 includes an electric motor. The trim actuator 20 may include an actuator other than the electric motor. The trim actuator 20 is connected to the ECU 31 to be described below. The ECU 31 controls the trim actuator 20 to cause the trim actuator 20 to change the trim position of the deflector 17 such that the bow B1 is moved upward and downward with respect to the stern S1 to change the trim. In the present example embodiment, the steering handle bar 6 is provided with a trim switch 41 (see FIG. 3), which is an example of a trim manual operator, for manual adjustment of the trim.

[0049] The deflector 17 is pivotable upward and downward in a range from a lower limit trim position to a higher limit trim position with respect to the nozzle 16. FIG. 2 shows an example in which the deflector 17 is pivotable upward and downward with respect to the nozzle 16 in a range from a third trim down position D3 to a third trim up position U3. The trim actuator 20 can locate the deflector 17 at any trim position between the third trim down position D3 and the third trim up position U3. Where the user manually adjusts the trim by operating the trim switch 41, however, the trim actuator 20 is controlled so as to change the trim position stepwise among a second trim down position D2, a first trim down position D1, a neutral trim position N (the position shown in FIG. 2), a first trim up position U1, and a second trim up position U2. The neutral trim position N is a position at which the trim angle is zero and the main jetting direction of the nozzle 16 coincides with the main jetting direction of the deflector 17 with respect to the vertical direction. The first trim up position U1, the second trim up position U2, and the third trim up position U3 are higher in this order than the neutral trim position N. The first trim down position D1, the second trim down position D2, and the third trim down position D3 are lower in this order than the neutral trim position N.

[0050] As shown in FIG. 3, the steering handle bar 6 is provided with a cruise/no-wake switch 42 and a speed adjustment switch 43. FIG. 3 shows an example in which the cruise/no-wake switch 42 is located near the left handle grip 6g and the speed adjustment switch 43 is located near the right handle grip 6g. The cruise/no-wake switch 42 is a manual operator to be operated by a user to start a cruise assist mode which is an example of a watercraft maneuvering assist mode and a no-wake mode which is another example of a watercraft maneuvering assist mode. The cruise assist mode and the no-wake mode will be more specifically described below. Instead of the cruise/no-wake switch 42, two switches respectively corresponding to the cruise assist mode and the no-wake mode may be provided. The speed adjustment switch 43 is a manual operator to increase or decrease the propulsive force (more specifically, the output of the engine 10) while the watercraft is traveling by using the watercraft maneuvering assist mode.

[0051] FIG. 4 is a block diagram showing an electrical configuration of the watercraft maneuvering system 30.

[0052] The watercraft maneuvering system 30 includes the ECU 31 (Electronic Control Unit) as a main controller to control electric devices provided in the watercraft 1, and an SCU 32 (Shift Control Unit) as an auxiliary controller to control the electric devices provided in the watercraft 1 according to a command supplied from the ECU 31. The ECU 31 is connected to the SCU 32 via a communication network N1 configured in conformity with communication standards such as CAN (Controller Area Network). The ECU 31 and the SCU 32 transmit and receive information and commands necessary for the control of the watercraft 1 via the communication network N1. In the present example embodiment, the ECU 31 is an example of a controller including a plurality of watercraft maneuvering assist modes (control modes).

[0053] The ECU 31 and the SCU 32 each include a computer. The ECU 31 is configured or programmed to cause the watercraft 1 to perform processes to be described below. The ECU 31 includes a memory 31m that stores a program and other information, and a processor 31c (a CPU: Central Processing Unit) that performs computations and provides commands according to the program stored in the memory 31m. The ECU 31 further includes an input interface 31i to acquire the detection values of sensors provided in the watercraft 1, an output interface 310 to drive the electric devices provided in the watercraft 1, and a communication interface 31co to communicate via the communication network N1. Similarly, the SCU 32 also includes a memory 32m that stores a program and other information, a processor 32c (a CPU) that performs computations and provides commands according to the program stored in the memory 32m, an input interface 32i to acquire the detection values of sensors provided in the watercraft 1, an output interface 320 to drive the electric devices provided in the watercraft 1, and a communication interface 32co to communicate via the communication network N1.

[0054] The ECU 31 can control the reverse actuator 19 and the trim actuator 20 via the SCU 32. That is, the SCU 32 operates the reverse actuator 19 and the trim actuator 20 according to a command supplied from the ECU 31. It may be configured such that the ECU 31 directly controls the reverse actuator 19 and the trim actuator 20 without the provision of the SCU 32.

[0055] The watercraft maneuvering system 30 includes an accelerator position sensor 33 to detect the position of the accelerator lever 7, a reverse position sensor 34 to detect the position of the reverse lever 8, and an engine speed sensor 35 to detect the rotation speed of the engine 10. The watercraft maneuvering system 30 further includes a bucket position sensor 36 to detect the position of the bucket 18, a trim position sensor 37 to detect the trim position of the deflector 17, a watercraft speed sensor 38 to detect a watercraft speed (the speed of the watercraft 1), and a capsize sensor 39 to detect whether or not the watercraft hull 2 is capsized. These sensors are connected to the ECU 31. The watercraft speed sensor 38 includes, for example, a GNSS (Global Navigation Satellite System) receiver, and outputs information indicating the speed of the watercraft hull 2, for example, by utilizing a GPS (Global Positioning System). Alternatively, a sensor such as a Pitot tube may be used as the watercraft speed sensor 38. The watercraft speed may be estimated, for example, by performing a computation process on the engine rotation speed detected by the engine speed sensor 35 instead of detecting the watercraft speed by the watercraft speed sensor 38.

[0056] The ECU 31 changes the output of the engine 10 based on the detection value of the accelerator position sensor 33. Similarly, the ECU 31 drives the reverse actuator 19 based on the detection value of the reverse position sensor 34 to change the position of the bucket 18 and to change the output of the engine 10. Further, the ECU 31 detects, based on the detection value of the bucket position sensor 36, where the bucket 18 is located in the range from the F-position to the R-position. Therefore, the ECU 31 determines, based on the detection value of the bucket position sensor 36, whether the shift mode of the watercraft 1 is an F mode (forward mode) in which a forward propulsive force is applied to the watercraft 1, an R mode (reverse mode) in which a reverse propulsive force is applied to the watercraft 1, or an N mode (neutral mode) in which no propulsive force in the forward or reverse direction is applied to the watercraft 1.

[0057] The capsize sensor 39 is an ON/OFF sensor to be switched between ON and OFF. The capsize sensor 39 is attached to the watercraft hull 2. The capsize sensor 39 is also referred to as overturn sensor. When the watercraft hull 2 is capsized or the watercraft hull 2 is significantly tilted leftward or rightward, the capsize sensor 39 is switched from OFF to ON. When the vertical acceleration rate of the watercraft hull 2 is large, the capsize sensor 39 is also switched between ON and OFF. When the watercraft 1 goes over big waves, for example, large downward and upward inertial forces are applied to the capsize sensor 39 such that the capsize sensor 39 is switched from OFF to ON and then back to OFF. If the capsize sensor 39 is continuously maintained in an ON state, the ECU 31 determines that the watercraft hull 2 is capsized, and stops the engine 10. The capsize sensor 39 can also be used to determine a surrounding hydrographic state of the watercraft 1. That is, when the surrounding hydrographic state of the watercraft 1 is a rough water state, the vertical acceleration rate of the watercraft hull 2 is large and the capsize sensor 39 is turned on and off, it is thus possible to determine the surrounding hydrographic state of the watercraft 1 by using this.

[0058] The watercraft maneuvering system 30 includes a display 40 to display information about the watercraft 1. The display 40 may be a touch panel display including a touch panel as an exemplary input. In the present example embodiment, description will be given to a case in which the display 40 is the touch panel display, but the input may be provided separately from the display 40. The display 40 is provided in the vicinity of the steering handle bar 6 (see FIG. 3). The display 40 may be disposed at any position in the watercraft 1, as long as the user can view the display 40 while operating the steering handle bar 6. The ECU 31 controls the display 40 to display the watercraft speed, the trim position, and other information useful to maneuver the watercraft 1 (watercraft maneuvering information).

[0059] The watercraft maneuvering system 30 includes the trim switch 41 to be operated by the user to move the bow B1 upward or downward with respect to the stern S1. Specifically, an example is shown in which the trim switch 41 includes a trim up switch 41u to be operated by the user for the trim up, and a trim down switch 41d to be operated by the user for the trim down. The trim switch 41 may include a single switch that functions as both the trim up switch 41u and the trim down switch 41d. In FIG. 3, the trim switch 41 is disposed in the vicinity of the left handle grip 6g by way of example.

[0060] When the trim switch 41 is operated, the ECU 31 causes the trim actuator 20 to move the deflector 17 to locate the deflector 17 at any one of the second trim down position D2, the first trim down position D1, the neutral trim position N, the first trim up position U1, and the second trim up position U2.

[0061] The watercraft maneuvering system 30 may include a trim mode setter to be operated by the user to select a trim mode of the watercraft 1. The trim mode setter may include, for example, a software button displayed on the display 40. When the trim mode setter is operated, the ECU 31 selects one of a plurality of trim modes including a manual trim mode (MT mode) and an automatic trim mode (AT mode).

[0062] In the manual trim mode, the ECU 31 changes the trim position of the deflector 17 only when the trim switch 41 is operated. In the automatic trim mode, the ECU 31 changes the trim position of the deflector 17 not only when the trim switch 41 is operated but also when the trim switch 41 is not operated.

[0063] Further, the watercraft maneuvering system 30 includes the cruise/no-wake switch 42 and the speed adjustment switch 43, which are connected to the ECU 31. The speed adjustment switch 43 includes, in this example, a speed-up switch 43u to be operated by the user to increase the speed and a speed-down switch 43d operated by the user to reduce the speed. The speed adjustment switch 43 may be a single switch that functions as both the speed-up switch 43u and the speed-down switch 43d.

[0064] FIG. 5 shows an exemplary display screen image of the display 40, showing an ordinary display screen (home screen). The display screen includes a plurality of display items for the watercraft maneuvering. Specifically, the display screen includes a watercraft speed display 51, an engine rotation speed display 52, a remaining fuel amount display 53, a trim setting display 54, a remaining battery charge display 55, a traveling mode display 56, an alert display 57, a shift mode display 58, and the like. In this example, the engine rotation speed display 52 includes a graphical representation and a numerical representation. The display screen further includes tabs 61 to 67 provided along the upper edge of the screen to be operated by the user to switch among the display screens. In this example, the tabs include a home tab 61 to be operated to select the ordinary display screen, a map tab 62 to be operated to open a map screen, an information tab 63 to be operated to open a traveling distance/fuel efficiency information display screen, a traveling mode setting tab 64 to be operated to open a watercraft movement characteristic setting screen, a media tab 65 to be operated to open a music information display screen on which a music play operation is performed or information about a music currently being played is displayed, a setting tab 66 to be operated to open a PIN code/display setting screen, an engine lock tab 67 to be operated to open an engine lock/unlock screen by inputting a PIN code, and the like. The display screen image shown in FIG. 5 is displayed, for example, when the ordinary display screen (home screen) is activated by operating the home tab 61.

[0065] The traveling mode display 56 displays the name of a watercraft maneuvering assist mode being executed by the ECU 31. In the present example embodiment, watercraft maneuvering assist modes that can be executed by the ECU 31 include a no-wake mode, a cruise assist mode, a reverse assist mode, and an automatic trim mode. For example, the traveling mode display 56 may display a character string No Wake during the execution of the no-wake mode, may display a character string Cruise Assist during the execution of the cruise assist mode, and may display a character string Reverse Assist during the execution of the reverse assist mode. Similarly, the traveling mode display 56 may display a character string Auto Trim during execution of the automatic trim mode, and when the automatic trim mode includes a plurality of sub-modes, may display a character string representing the name of a sub-mode being executed.

[0066] The no-wake mode is a low-speed traveling assist mode that provides a function of maintaining a predetermined engine rotation speed within a lower speed range irrespective of the operation on the accelerator lever 7 and enabling low speed traveling. This function can be activated only when the shift mode is the N mode or the forward F mode and the engine 10 is in an idling rotation state. During traveling in the no-wake mode, the engine rotation speed can be adjusted, for example, stepwise by operating the speed adjustment switch 43. The activation state of the no-wake mode is displayed on the traveling mode display 56 of the display 40. A normal operation when using the no-wake mode is, for example, as follows. (1) To perform idling rotation, set the shift mode is to the N mode or release the accelerator lever 7. (2) Long-press the cruise/no-wake switch 42.

[0067] Thus, for example, a buzzer (not shown) emits a sound, the no-wake mode starts, and the engine rotation speed is controlled to a value within a predetermined lower speed range. On the traveling mode display 56 of the display 40, it is displayed that the no-wake mode is being executed. In the no-wake mode, the engine rotation speed can be adjusted, for example, stepwise by operating the speed adjustment switch 43.

[0068] An operation of canceling the no-wake mode may be, for example, pressing the cruise/no-wake switch 42, gripping the accelerator lever 7, or gripping the reverse lever 8. When canceling the no-wake mode, for example, a buzzer (not shown) may emit a sound to notify the user of the cancellation of the no-wake mode.

[0069] The cruise assist mode is a constant-speed traveling assist mode that provides a function of enabling traveling while maintaining an engine rotation speed arbitrarily set by the user within a certain range (for example, about 3000 rpm to about 7000 rpm). During activation of the cruise assist mode, the engine rotation speed can be adjusted, for example, stepwise by operating the speed adjustment switch 43. The activation state of the cruise assist mode is displayed on the traveling mode display 56 of the display 40. A normal operation when using the cruise assist mode is, for example, as follows. (1) Operate the accelerator lever 7 until the engine rotation speed desired to be set is reached. (2) When the engine rotation speed desired to be set is reached, press the cruise/no-wake switch 42.

[0070] Thus, for example, a buzzer (not shown) emits a sound, the cruise assist mode starts, and the engine rotation speed is maintained. On the traveling mode display 56 of the display 40, it is displayed that the cruise assist mode is being executed. When the cruise assist mode is activated, the user slowly grips the accelerator lever 7 and keeps the accelerator lever 7 gripped farther than the lever position at the set time. In the cruise assist mode, the engine rotation speed can be adjusted, for example, stepwise by operating the speed adjustment switch 43.

[0071] For example, by loosening the accelerator lever 7 farther than the lever position at the set time, the cruise assist mode is canceled. At that time, a buzzer (not shown) may emit a sound to notify the user of the cancellation of the cruise assist mode.

[0072] The reverse assist mode is a launching assist mode that provides a function of temporarily increasing the upper limit engine rotation speed to be higher than the reverse upper limit rotation speed in order to smoothly launch the watercraft 1 when the watercraft 1 is unloaded from a trailer or the like through a reverse operation. The launching assist mode can be activated only when the shift mode has never been set to the F mode after engine start-up. The activation state of the reverse assist mode is displayed on the traveling mode display 56 of the display 40. A normal operation when using the reverse assist mode is, for example, as follows. (1) Start up the engine 10. (2) While gripping the reverse lever 8 to the reverse fully open position, press the speed-up switch 43u of the speed adjustment switch 43.

[0073] Thus, for example, a buzzer (not shown) emits a sound, the reverse assist mode starts, and the engine rotation speed increases. On the traveling mode display 56 of the display 40, it is displayed that the reverse assist mode is being executed. In the reverse assist mode, the reverse assist level can be adjusted by adjusting the engine rotation speed, for example, stepwise by operating the speed adjustment switch 43.

[0074] An operation of canceling the reverse assist mode may be, for example, loosening the operation of the reverse lever 8, pressing the speed-down switch 43d when the reverse assist level is the lowest, or gripping the accelerator lever 7.

[0075] As described above, in the automatic trim mode, the ECU 31 changes the trim position of the deflector 17 even when the trim switch 41 is not operated. A normal operation when using the automatic trim mode is, for example, an operation on a software button displayed on the display 40. The cancelation may also be performed from the touch panel of the display 40.

[0076] For example, in the automatic trim mode, the trim position is automatically controlled so as to provide comfortable riding of the passenger (Comfort Auto Trim). Specifically, the trim position is automatically controlled so as to achieve smooth acceleration (Launch Control). Further, the trim position is automatically controlled so that water is less liable to splash on the passenger when the watercraft 1 travels through waves in rough water (Spray Control). Specifically, Launch Control is used when the watercraft 1 travels at a speed within the lower speed range (particularly, when the watercraft 1 is started), and Spray Control is used when the watercraft 1 travels at a speed within a medium-to-higher speed range.

[0077] In Launch Control, the ECU 31 automatically controls the trim position to the third trim down position D3. This reduces or prevents the lift of the bow of the watercraft 1 when the watercraft speed is increased from the lower speed (particularly, when the watercraft 1 is rapidly accelerated), thus preventing jumping of the watercraft hull 2. Thus, smooth acceleration can be achieved. In Spray Control, the ECU 31 determines the level of the hydrographic state. Specifically, the hydrographic state level indicates the state of the water surface on which the watercraft 1 travels, and is represented, for example, by a numeric value, which indicates a state, for example, ranging from a calm water state to a rough water state. If the ECU 31 determines that the watercraft 1 travels in rough water, the ECU 31 automatically controls the trim position to the third trim up position U3. This reduces or prevents the splashing on the passenger when the watercraft 1 is traveling through waves at a speed within a medium speed range.

[0078] In the automatic trim mode, Launch Control is performed if a lower speed traveling state (e.g., a watercraft speed of lower than 10 km/h) continues for not shorter than a predetermined period (e.g., 5 seconds). In Launch Control, the ECU 31 automatically controls the trim position to the third trim down position D3. If not shorter than the predetermined period (e.g., 5 seconds) passes after the watercraft 1 is brought out of the lower speed traveling state in Launch Control, Launch Control is cancelled. Thus, the watercraft 1 is brought into a standby state such that the trim position is automatically returned to that observed before the start of Launch Control. Further, Launch Control is also cancelled when the trim up switch 41u (see FIG. 4) is operated.

[0079] In the automatic trim mode, Spray Control is performed according to the hydrographic state level if a medium speed traveling state (e.g., a watercraft speed of not lower than 10 km/h) continues for not shorter than the predetermined period (e.g., 5 seconds). In Spray Control, the ECU 31 automatically controls the trim position to the third trim up position U3. The hydrographic state level indicates the state of the water surface on which the watercraft 1 travels, and is represented, for example, by a numeric value, which indicates a state, for example, ranging from the calm water state to the rough water state. The hydrographic state level is determined by the ECU 31. The hydrographic state level may be determined, for example, based on the number of times of the ON/OFF of the capsize sensor 39, the number of times of abrupt change of the engine rotation speed, etc. (see US 2022/0177088 A1, which is hereby incorporated herein by reference).

[0080] In the automatic trim mode, if the watercraft 1 travels at a speed of not lower than a medium speed range on a rough water surface for not shorter than the predetermined period (e.g., 5 seconds), the ECU 31 performs Spray Control to fix the trim position to the third trim up position U3. This reduces or prevents the splashing of water on the passenger. If the watercraft speed continues to be lower than the medium speed range or the hydrographic state level continues to be the calm water state for not shorter than the predetermined period (e.g., 5 seconds), Spray Control is cancelled. Thus, the watercraft 1 is brought into the standby state such that the trim position is automatically returned to that observed before the start of Spray Control.

[0081] In the present example embodiment, the ECU 31 is programmed or configured to determine whether or not a proposal condition that is a condition suitable for execution of a watercraft maneuvering assist mode is satisfied, and to display (for example, pop-up display) a proposal message that proposes an appropriate watercraft maneuvering assist mode on the display 40 when the proposal condition is satisfied. That is, the display 40 is an example of a proposal notifier. Specifically, the proposal condition includes a condition related to an operation state of the manual operators and/or an activation state of the actuators. The manual operators include manual operators to be operated by the user for the watercraft maneuvering, and specifically include the accelerator lever 7 and the reverse lever 8. The actuators include actuators used during traveling of the watercraft 1, and specifically include the engine 10 and the trim adjuster 21.

[0082] The watercraft maneuvering assist mode proposed by the proposal message displayed on the display 40 can be executed by the user operating a predetermined command input. That is, when an execution command is inputted by the user operating the command input while the proposal message is displayed, the ECU 31 executes the watercraft maneuvering assist mode in response to the execution command.

[0083] Therefore, the ECU 31 determines a situation in which the use of the watercraft maneuvering assist mode is appropriate, and proposes an appropriate watercraft maneuvering assist mode. When the user operates the command input and accepts the proposal, the ECU 31 controls the actuators according to an appropriate watercraft maneuvering assist mode. Thus, the user can use the appropriate watercraft maneuvering assist mode in an appropriate situation even when the user is not familiar with an individual watercraft maneuvering assist mode. Thus, since the watercraft maneuvering assist mode provided in the watercraft 1 can be effectively used, the user can sufficiently enjoy the benefit of the functions of the watercraft 1.

[0084] The command input includes, in the present example embodiment, the speed adjustment switch 43 (for example, the speed-up switch 43u) to be operated by the user to increase or decrease the propulsive force. As described above, the speed adjustment switch 43 is an example of a set propulsive force change manual operator to be operated by the user to increase or decrease the set speed (that is, the set propulsive force) in the cruise assist mode.

[0085] As described above, an existing manual operator may also be used as the command input to determine acceptance of a proposed watercraft maneuvering assist mode. Thus, without complicating the configuration in the vicinity of the steering handle bar 6 with many design restrictions, the watercraft 1 may be provided with a mechanism for watercraft maneuvering assist mode proposal.

[0086] FIG. 6 is a flowchart that describes a process example of the ECU 31 related to proposal and execution of the no-wake mode. This process is repeatedly executed at a predetermined control cycle while the ECU 31 is not executing the no-wake mode.

[0087] The ECU 31 determines whether or not the engine rotation speed is a value within the lower speed range not higher than a predetermined low-speed traveling threshold (step S61). The predetermined lower speed range may be, for example, an engine rotation speed range corresponding to a watercraft speed not higher than 8 km/h, for example. When a state in which the engine rotation speed is a value within the predetermined lower speed range is maintained in excess of a predetermined time (for example, 10 seconds) (step S62: YES), the ECU 31 performs a proposal display (for example, a pop-up display) on the display 40 to propose execution of the no-wake mode (step S63).

[0088] The proposal display may be a message display such as Do you use the no-wake mode? and the like. Further, in addition to the proposal display, an operation guide display such as Press the speed-up switch to execute. and the like may also be performed. The operation guide display may be display of an image representing a location of an operation switch (in the present example embodiment, the speed-up switch 43u) to accept the proposal. Further, it may be possible to perform an operation to reject the proposal. For example, the operation to reject the proposal may be an operation on a software button displayed on the display 40 or an operation on the speed-down switch 43d. Operation guide display for the proposal rejection operation may be performed together.

[0089] After the proposal display, the ECU 31 waits for input of an execution command to execute the proposed watercraft maneuvering assist mode, that is, the no-wake mode up to a certain time (for example, 15 seconds) (steps S64 and S65). When the execution command is inputted by the user operating the speed-up switch 43u (step S64: YES), the ECU 31 executes the no-wake mode (step S66). At this point, the ECU 31 updates the display on the display 40, deletes the above-described proposal display, and on the traveling mode display 56 displays that the no-wake mode is being executed. The increase or decrease in the propulsive force using the speed adjustment switch 43 and the cancelation of the no-wake mode are similar to those in the normal case.

[0090] When an execution command is not inputted within a certain time after the proposal display, or when a rejection command is inputted through a proposal rejection operation (step S65: YES), the ECU 31 deletes the proposal display and ends the process (step S67).

[0091] When the state in which the engine rotation speed is the value within the predetermined lower speed range is canceled within a predetermined time (for example, 10 seconds) (step S61: NO), the ECU 31 determines that the proposal condition is not satisfied and does not perform the processes of steps S63 to S67.

[0092] Thus, when the engine rotation speed (that is, the propulsive force generated by the propulsion device 9) is maintained at a value not higher than the low-speed traveling threshold for not shorter than a predetermined time, the proposal condition for the no-wake mode (low-speed traveling assist mode proposal condition) is satisfied, and the no-wake mode is started in response to the command input by the user. Thus, since the no-wake mode is proposed in an appropriate situation, the user can appropriately and effectively use the no-wake mode.

[0093] FIG. 7 is a flowchart that describes a process example of the ECU 31 related to proposal and execution of the cruise assist mode. This process is repeatedly executed at a predetermined control cycle while the ECU 31 is not executing the cruise assist mode.

[0094] The ECU 31 determines whether or not the operation position (accelerator operation position) of the accelerator lever 7 is within a set operation range corresponding to an engine rotation speed range (for example, about 3000 rpm to about 7000 rpm) in which the cruise assist mode can be used (step S71). Further, the ECU 31 determines whether or not the change in the accelerator operation position (change in the operation amount) exceeds a predetermined threshold (step S72). For example, the ECU 31 may determine whether or not a change in the accelerator operation position from the previous control cycle exceeds a predetermined threshold.

[0095] When the accelerator operation position is within the set operation range (step S71: YES) and the state in which the change in the operation position is at an amount not higher than the predetermined threshold exceeds a predetermined time (for example, 10 seconds) (step S72: NO, and step S73: YES), the ECU 31 performs a proposal display (for example, a pop-up display) on the display 40 to propose execution of the cruise assist mode (step S74). The proposal display may be a message display such as Start cruise assist? and the like. Further, in addition to the proposal display, operation guide display such as Press the speed-up switch to start. and the like may also be performed. The display of the operation guide, the proposal rejection operation, and the like are similar to those in the no-wake mode.

[0096] After the proposal display, the ECU 31 waits for input of an execution command to execute the proposed watercraft maneuvering assist mode, that is, the cruise assist mode up to a certain time (for example, 15 seconds) (steps S75 and S76). When the execution command is inputted by the user operating the speed-up switch 43u (step S75: YES), the ECU 31 executes the cruise assist mode (step S77). The ECU 31 maintains the engine rotation speed by setting the engine rotation speed when the execution command is inputted as a cruise assist setting value. Further, the ECU 31 updates the display on the display 40, deletes the above-described proposal display, and displays on the traveling mode display 56 that the cruise assist mode is being executed. The increase or decrease in the propulsive force using the speed adjustment switch 43 and the cancelation of the cruise assist mode are similar to those in the normal case.

[0097] When an execution command is not inputted within a certain time after the proposal display, or when a rejection command is inputted through a proposal rejection operation (step S76: YES), the ECU 31 deletes the proposal display and ends the process (step S78).

[0098] When the state in which the accelerator operation position does not substantially vary within the set operation range (the state in which the operation amount change is at an amount not higher than a predetermined threshold) is canceled within a predetermined time (for example, 10 seconds) (step S72: YES), the ECU 31 determines that the proposal condition is not satisfied and does not perform the processes of steps S74 to S78.

[0099] Thus, when the change in the operation amount of the accelerator lever 7 is maintained at a value not higher than the predetermined threshold for not shorter than the predetermined time, the proposal condition for the cruise assist mode (constant-speed traveling assist mode proposal condition) is satisfied, and the cruise assist mode is started in response to the command input by the user. Thus, since the cruise assist mode is proposed in an appropriate situation, the user can appropriately and effectively use the cruise assist mode.

[0100] FIG. 8 is a flowchart that describes a process example of the ECU 31 related to proposal and execution of the reverse assist mode. This process is repeatedly executed at a predetermined control cycle while the ECU 31 is not executing the reverse assist mode.

[0101] The ECU 31 judges whether or not the state is a state immediately after engine start-up (step S81). Immediately after engine start-up is a state in which an operation other than the engine start-up operation (particularly, an operation to change the shift mode and the throttle opening) is not performed. When the state is the state immediately after engine start-up (step S81: YES), the ECU 31 determines whether or not the reverse fully open operation has been performed (step S82). The reverse fully open operation is, for example, an operation in which the operation amount of the reverse lever 8 exceeds a predetermined determination threshold (for example, an operation amount of 90% of the total operation amount). When the reverse fully open operation is being performed (step S82), the ECU 31 determines whether or not the operation is continued in excess of a predetermined time (for example, 5 seconds) (step S83). When the reverse fully open operation immediately after start-up is continued in excess of the predetermined time (step S83: YES), the ECU 31 performs a proposal display (for example, a pop-up display) on the display 40 to propose execution of the reverse assist mode (step S84). The proposal display may be message display such as Start reverse assist? and the like. Further, in addition to the proposal display, an operation guide display such as Press the speed-up switch to start. Then, press the speed-up switch to increase the engine rotation speed. and the like may also be performed. The display of the operation guide, the proposal rejection operation, and the like are similar to those in the no-wake mode.

[0102] After the proposal display, the ECU 31 waits for input of an execution command to execute the proposed watercraft maneuvering assist mode, that is, the reverse assist mode up to a certain time (for example, 15 seconds) (steps S85 and S86). When the execution command is inputted by the user operating the speed-up switch 43u (step S85: YES), the ECU 31 executes the reverse assist mode (step S87). When the speed-up switch 43u is operated thereafter, the ECU 31 increases the engine rotation speed to a value exceeding the reverse upper limit rotation speed. Further, the ECU 31 updates the display on the display, deletes the above-described proposal display, and displays on the traveling mode display 56 that the reverse assist mode is being executed. The increase or decrease in the reverse assist level and the cancelation of the reverse assist mode using the speed adjustment switch 43 are similar to those in the normal case.

[0103] When an execution command is not inputted within a certain time after the proposal display, or when a rejection command is inputted through the proposal rejection operation (step S86: YES), the ECU 31 deletes the proposal display and ends the process.

[0104] When the state is not a state immediately after engine start-up (step S81: NO) and when the reverse fully open operation is canceled within a predetermined time (for example, 5 seconds) (step S82: NO), the ECU 31 determines that the proposal condition is not satisfied and does not perform the processes of steps S84 to S88.

[0105] Thus, immediately after engine start-up, that is, immediately after the driving of the propulsion device 9 is started, when the reverse fully open operation state is maintained for not shorter than a predetermined time, the proposal condition for the reverse assist mode (the launching assist mode proposal condition) is satisfied. Then, the reverse assist mode is started in response to a command input by the user. Thus, since the reverse assist mode is proposed in an appropriate situation, the user can appropriately and effectively use the reverse assist mode.

[0106] FIG. 9 is a flowchart that describes a process example of the ECU 31 related to proposal and execution of the automatic trim mode. This process is repeatedly executed at a predetermined control cycle while the ECU 31 is not executing the automatic trim mode.

[0107] The ECU 31 determines whether or not the rapid acceleration operation from the lower speed range is repeated (step S91). This determination may be affirmed, for example, when the number of rapid acceleration operations from the low speed operation range exceeds a predetermined determination threshold (for example, three) within a predetermined time (for example, 15 seconds). The rapid acceleration operation indicates that an acceleration operation of an amount not less than a predetermined operation amount is performed on the accelerator lever 7. The ECU 31 also determines the hydrographic state level of the water surface on which the watercraft 1 is traveling, and determines whether or not the hydrographic state level is at a level not lower than a predetermined hydrographic state level, that is, whether or not the water surface is in a rough state (step S92). For the determination of the hydrographic state level, the method disclosed in US 2022/0177088 A1 may be used.

[0108] When it is determined that the rapid acceleration operation is repeated (step S91: YES) or when it is determined that the watercraft is traveling on the rough water surface (step S92: YES), the ECU 31 performs a proposal display (for example, a pop-up display) on the display 40 to propose execution of the automatic trim mode (step S93). The proposal display may be message display such as Start automatic trim? and the like. The display of the operation guide, the proposal rejection operation, and the like are similar to those in the no-wake mode.

[0109] After the proposal display, the ECU 31 waits for input of an execution command to execute the proposed watercraft maneuvering assist mode, that is, the automatic trim mode up to a certain time (for example, 15 seconds) (steps S94 and S95).

[0110] When the execution command is inputted by the user operating the speed-up switch 43u (step S94: YES), the ECU 31 executes the automatic trim mode (step S96). Further, the ECU 31 updates the display on the display 40, deletes the above-described proposal display, and displays on the traveling mode display 56 that the automatic trim mode is being executed.

[0111] When an execution command is not inputted within a certain time after the proposal display, or when a rejection command is inputted through the proposal rejection operation (step S95: YES), the ECU 31 deletes the proposal display and ends the process (step S97).

[0112] When the rapid acceleration operation is not being repeated (step S91: NO) and the watercraft is not traveling on in rough water (step S92: NO), the ECU 31 determines that the proposal condition is not satisfied and does not perform the processes of steps S93 to S97.

[0113] Thus, when the number of rapid acceleration operations of the accelerator lever 7 within a predetermined time exceeds the determination threshold or the surrounding hydrographic state of the watercraft 1 is a rough water state, the automatic trim mode proposal condition is satisfied. Then, the automatic trim mode is started in response to a command input by the user. Thus, since the automatic trim mode is proposed in an appropriate situation, the user can appropriately and effectively use the automatic trim mode.

[0114] While example embodiments of the present invention have thus been described, the present invention may be embodied in some other ways.

[0115] For example, in the above-described example embodiments, the accelerator lever 7 (forward acceleration manual operator) is located in the vicinity of the right grip 6g, and the reverse lever 8 (reverse acceleration manual operator) is located in the vicinity of the left grip 6g. However, both of the levers may be located in the vicinity of the grip 6g on one side (for example, the right side). Further, the acceleration manual operator and the shift manual operator may be different manual operators. For example, the acceleration manual operator (for example, an accelerator lever) may be located in the vicinity of the right grip 6g, and the shift manual operator (for example, a shift lever) may be located in the vicinity of the left grip 6g. And, it may be configured such that shift mode is selected through a shift operation and the output (propulsive force) of the engine 10 is adjusted through the acceleration manual operator.

[0116] Further, whereas the speed-up switch 43u is used as a command input in the example embodiments described above, as a matter of course, any of other appropriate switches may also be used as a command input. Further, a dedicated command input may be provided. For example, a software button may be displayed on the display 40, and the software button may be used as the command input.

[0117] Further, whereas the propulsion device 9 is an engine propulsion device which uses the engine 10 as a driving source in the example embodiments described above, an electric propulsion device which uses an electric motor as a driving source may be used. In this case, by switching the drive state of the electric motor to forward rotation (forward driving), reverse rotation (reverse driving), stop, and the like, it is possible to apply the propulsive force in the front-rear direction to the watercraft 1 as necessary.

[0118] Also, in an example embodiment described above, the waterjet propulsion watercraft is used by way of example, but the present invention may be applied to other planing watercraft such as outboard watercraft and to watercraft other than planing watercrafts.

[0119] 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.