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[0001] The present invention pertains to a watercraft control mechanism and, more particularly, to a watercraft control mechanism that provides enhanced, integrated step decelerating and trimming.
[0002] In recent years, the demands of racers and recreational users alike for greater performance and maneuverability have driven the designers of personal watercraft to reconsider the control mechanisms traditionally used for steering, decelerating and trimming. In general, steering decelerating and trimming can be achieved in a variety of manners, either independently of one another or synergistically.
[0003] Essentially, the steering of a boat can be achieved by either turning the source of propulsion, such as an outboard motor or a jet-boat nozzle, or by actuating the boat's control surfaces. These control surfaces can be substantially vertical such as the common rudder on a stern drive or they can be substantially horizontal, such as flaps and tabs. Examples of steering mechanisms involving vertical fins or rudders are found in U.S. Pat. Nos. 4,615,290 and 4,632,049, issued to Hall et. al., and in U.S. Pat. No. 4,352,666, issued to McGowan. Examples of steering mechanisms involving horizontal tabs or flaps are found in Mardikan's U.S. Pat. No. 5,193,479.
[0004] Decelerating can generally be accomplished in one of three ways: by either reversing thrust, by redirecting the thrust toward the bow of the watercraft or by creating drag by introducing a control surface substantially perpendicular to the watercraft's direction of travel. Decelerating by reversing trust is perhaps the most common technique, simply requiring the propellor to turn backwards. The main problem associated with this technique is that decelerating is slow due to the time lag required to stop and then to reverse the propellor.
[0005] Redirecting the thrust toward the bow is a braking technique currently employed by numerous personal watercraft. Examples of thrust-reversing buckets or reverse gate have been disclosed by Kobayashi et al. in U.S. Pat. Nos. 5,062,815, 5,474,007, 5,607,332, 5,494,464 as well as by Nakase in U.S. Pat. No. 5,154,650. Although these thrust-reversing buckets direct the water jet backwards, they also have a propensity to direct the water jet downwards. This downward propulsion lifts the stern of the watercraft and causes the bow to dive. The sudden plunging of the bow not only makes the watercraft susceptible to flooding and instability but also makes it difficult for the rider to remain comfortably seated and firmly in control of the steering column.
[0006] Mardikian discloses in U.S. Pat. No. 5,092,260 a brake and control mechanism for personal waters involving a hinged, retractable flap mounted on each side of the hull capable of being angled into the water to slow the boat. However, when the actuator is extended, the flap pivots such that the trailing edge is lower than the leading edge, thereby creating an undesirable elevating force at the stern.
[0007] Trimming or stabilizing of a watercraft is normally achieved by adjusting the angle of the tabs mounted aft on the hull. Trim-tabs are used to alter the running attitude of the watercraft, to compensate for changes in weight distribution and to provide the hull with a larger surface for planing. Examples of trim-tab systems for watercraft are disclosed in Cluett's U.S. Pat. No. 4,854,259, Sasawaga's U.S. Pat. No. 4,961,396 and Schermerhorn's U.S. Pat. No. 4,323,027. Typically, these trim-tabs are actuated by electronic feedback control systems capable of sensing the boat's pitch and roll as well as wave conditions and then making appropriate adjustments to the trim-tabs to stabilize the boat. Examples of trim-tab control systems are found in Davis' U.S. Pat. No. 5,263,432, Ontolchik's U.S. Pat. No. 4,749,926 Atsumi's U.S. Pat. No. 4,759,732 and Takeuchi's U.S. Pat. No. 4,909,766. The foregoing trim-tab mechanisms deflect the water downward and thus elevate the saw The stabilizing system for watercraft disclosed by O'Donnell in U.S. Pat. No. 4,967,682 attempts to address this problem by introducing a twin-tab mechanism capable of deflect the flow of water under the hull either upwards or downwards to either elevate or lower the stern of the watercraft. O'Donnell's twin-tab mechanism, however, is designed expressly for stabilizing a watercraft and not for braking.
[0008] Steering, braking and trimming can also be performed synergistically. Mardikian's U.S. Pat. No. 5,193,478 discloses an adjustable brake and control flaps for steering, braking and trimming a watercraft. The flaps, located at the stern, in their fully declined position act as powerful brakes for the boat. Differential declination of the flaps results in trimming and steering of the boat. The laps provide steering, braking and trimming in a manner analogous to the flaps and ailerons of an aircraft. During braking, however, the downward sweep of the tabs causes the stern to rise and the bow of the personal watercraft to plunge, often creating the potential for flooding and instability. Not only is the plunging of the bow uncomfortable for the rider but the watercraft is more difficult to control during hard braking maneuvers.
[0009] Finally, Korcak's U.S. Pat. No. 3,272,171 discloses a control and steering device for watercraft fib, a pair of vanes that can be pivotally opened below the hull of the watercraft to which they are mounted. The vanes are hinged at the ends closest to the stern and open toward the bow of the watercraft. As water is scooped by the opening vanes, the force of the water impinging on the vanes forces the vanes to open even more. In order to prevent the vanes is from being violently flung open against the underside of the watercraft, a ducting system has been incorporated into the vanes to channel scooped water through the rear of the vanes to cushion the hull from the impact of the rear of the vanes One of the shortcomings of this control mechanism, however, is that the scooping action of the vanes induces a great deal of turbulence on the underside of the watercraft especially when beam at high speeds. Secondly, the amount of that is channeled through the ducts of the vanes is minimal and thus braking might, in some conditions, be too harsh. Thirdly, the presence of the vanes (even when full retracted) and their associated attachment bases on the underside of the watercraft create drag at high speeds. Fourthly, the vanes are not integrated with a main steering mechanism (such as a rudder or steerable node) to provide better cornering. Fifthly, the vanes may scoop up seaweed, flotsam or other objects floating in the water that may prevent the vanes from closing or may clog the ducts in the vanes. Finally, to close the vanes when they are scooping water requires large gears whose weight causes the rear of the watercraft to sag.
[0010] Thus, there is a need for an improved watercraft control mechanism capable of steering and/or decelerating and/or trimming a watercraft without causing the stern to elevate and the bow to plunge.
[0011] It is thus the object of the present invention to provide an apparatus or mechanism for steering and/or decelerating and/or trimming a watercraft without causing the stem of the watercraft to elevate and the bow to plunge, therefore optimizing stability, control and comfort.
[0012] It is another object of the present invention to provide an apparatus to steer a watercraft when the throttle is cut and no steerable thrust is available.
[0013] It is another object of the present invention to provide an apparatus for steering and/or trimming and/or decelerating a watercraft that can be stowed or retracted to minimize hydrodynamic drag at high speeds.
[0014] It is another object of the preset invention to provide an apparatus for steering, trimming and decelerating a watercraft that does not become clogged or jammed by seaweed or flotsam or foreign objects floating in the water.
[0015] It is another object of the present invention to provide an apparatus for decelerating a watercraft in a smooth and stable fashion when the waters is travelling at high speeds.
[0016] As embodied and broadly described herein the invention provides a control mechanism for a watercraft, said mechanism comprising a steerable propulsion source, a steering controller for controlling said steerable propulsion source, a linking member connected to said steerable propulsion source and at least one tab connected to said linking member, said at least one tab moveable between an inoperative position and an operative position whereby said at least one tab can be angled such that, in the operative position and when said watercraft is traveling upright in water in a substantially forward direction, a volume of water impinges on a top surface of said at least one tab thereby creating a downward and rearward force on said watercraft.
[0017] Such a control mechanism provides a very efficient way of steering and/or decelerating and/or trimming a watercraft and simultaneously acting to maintain or force the stern of the watercraft downwardly. The maneuverability and stability of the watercraft is thus enhanced. The watercraft is able to corner more sharply and to decelerate more rapidly than before. This arrangement also allows the watercraft to be steered when the throttle is cut. The tabs can also function as trimming devices for stabilizing the watercraft and/or for augmenting the planing sure of the hull of the watercraft.
[0018] Advantageously, the tab is translationally displaceable between the inoperative position and the operative position.
[0019] Such an arrangement is very cost-effective, simple and reliable.
[0020] In an advantageous variant, the tab is pivotally displaceable between the inoperative position and the operative position.
[0021] This arrangement provides a plurality of angular positions for improving steering and trimming capabilities.
[0022] In another advantageous variant, the tab has a variable surface.
[0023] This provides a single and efficient means for reducing the force acting on a tab at high speeds to enhance ride comfort to provide more controlled, stable decelerations.
[0024] Advantageously, the variable su includes a section that is moveable with respect to said at least one tab to allow a volume of water to pass through said at least one tab.
[0025] Such an arrangement avoids overpressure when the watercraft travels at high speeds. By alleviating the force of the water impinging on the tab, the stresses in the tab-actuating mechanism can thus be reduced. Tis means tat components of the tab-actuating mechanism can be made smaller and lighter than would otherwise be necessary to support the forces associated with a tab without such a moveable section.
[0026] Advantageously, the at least one tab is hooked.
[0027] This provides a cost-effective and easily manufactured tab that occupies little space and can be used to create a drag force on the watercraft.
[0028] Advantageously, the watercraft further comprises a decelerating actuation mechanism for displacing at least one tab from the inoperative position to the operative position for creating a downward and rearward force on said watercraft.
[0029] Such a tab is preferably centrally disposed. An arrangement pith a plurality of symmetrical tabs is also possible. The tab(s) in the operative position create(s) a drag force acting in a direction substantially opposite to the travelling direction of the boat when the latter is travelling in a substantially forward direction. The tab(s) will decelerate the boat if the drag force exerted by the tab(s) exceeds the propulsive force.
[0030] As embodied and broadly described herein, the Invasion also provides a control mechanism for a watercraft, said mechanism comprising a decelerating anon mechanism and least one tab capable of being activated by said decelerating actuation mechanism, said at least one tab moveable between an mop inoperative position and an operative position whereby said at least one tab can be angled such that, in the operative position and when said watercraft is traveling in substantially in a s forward direction, a volume of water impinges on a top surface of said at least one tab thereby creating a downward and rearward force on said watercraft.
[0031] Such a tab is preferably centrally disposed. An arrangement with a plurality of symmetrical tabs is also possible. The tab(s) in the optative position create(s) a drag force acting in a direction substantially opposite to the travelling direction of the boat when the latter is traveling in a substantially forward direction. The tab(s) will decelerate the boat if the drag force exerted by the tab(s) exceeds the propulsive force.
[0032] As embodied and broadly described herein, the invention also provides a control mechanism for a watercraft, said mechanism comprising a steerable propulsion source, a steering controller for controlling said steerable propulsion source, a linking member connected to said steerable propulsion source, and at least one tab connected to said linking member, said tab moveable between an inoperative position and a plurality of operative positions whereby said at least one tab can be aged such that, in the operative positions and when said watercraft is travelling upright in water in a substantially forward direction, a volume of water impinges on a top surface of said at least one tab thereby crag a downward rearward force on said watercraft.
[0033] With a plurality of operative positions, the user of such a watercraft control mechanism would be able to steer and/or decelerate and/or rim the watercraft to varying degrees thereby affording the driver a much greater degree of control.
[0034] As embodied and broadly described herein, the invention also provides a control mechanism for a waters said mechanism comprising rising at least one tab provided with a variable surface.
[0035] Such an arrangement avoids overpressure when the waters travels at high speeds. By alleviating the force of the water impinging on the tab, the stresses in the tab-actuating mechanism can thus be reduced. This means that components of the tab-actuating mechanism can be made smaller and lighter would otherwise be necessary to support the forces associated with a tab without such a moveable section.
[0036] As embodied and broadly described herein, this invention also provides a control mechanism for a watercraft, said control mechanism comprising at least two tabs each having a leading edge, a trailing edge and a pivoting point, and an actuator pivotally connected to said at least two tabs, said actuator capable of pivoting said at lea two tabs about said pivoting point, said at least two tabs moveable between an inoperative position and an operative position whereby said at least two tabs can be angled such that, in the operative position and when said watercraft is traveling upright in water in a substantially forward direction, a volume of water impinges on a top surface of said at least two tabs thereby creating a downward and rearward force on said watercraft.
[0037] Such an arrangement provides advantageous steering and/or decelerating and/or trimming effects. An actuator activates the tab. This actuator is advantageously connected to said tab at a point distant from the pivoting axis. This provides a better force ratio and an enhanced efficiency.
[0038] Advantageously, each said tab can be actuated either asymmetrically, to produce an asymmetrical force for steering said watercraft, or symmetrically, to produce a symmetrical force in a direction substantially opposite to the direction of travel of said watercraft.
[0039] The control mechanism preferably further comprises a steerable propulsion source linked to said actuators whereby turning of said steerable propulsion source actuates at least one of said tabs.
[0040] The control mechanism preferably ether comprises resiliently-biased flaps, said flaps having resilient members such that at high speeds a momentum of water impinging on said flaps forces open said flaps when said momentum exceeds a force generated by said resilient member.
[0041] As embodied and broadly described herein, the invention also provides a control mechanism kit for a watercraft, said kit comprising a linking member connectable to a steerable propulsion source and at least one tab connectable to said lining member, said at least one tab movable between an inoperative position and an operative position whereby said at least one tab can be angled such that, in the operative position and when said watercraft is traveling upright in water in a substantially forward direction, a volume of water impinges on a top surface of said at least one tab thereby creating a downward and reward force on said watercraft.
[0042] Such a kit may be retrofitted on an existing watercraft. Linking members would be attached to a modified or existing steerable propulsion source. Tabs would be fitted under the hull or on the ride plate. Such a retrofit kit would be useful to any owner of a personal watercraft who wishes to improve the performance and control of his or her watercraft. Owners of personal watercraft may thus benefit from the present invention at low cost.
[0043] As embodied and broadly described herein, the invention also provides a watercraft control mechanism comprising a steerable propulsion source, a starboard actuating linkage connected to said steerable propulsion source, a port actuating linkage connected to said steerable propulsion source, a starboard tab connected to said starboard acne linkage, a port tab connected to said port actuating linkage, a ride plate to which said starboard tab and says port tab are hingedly connected whereby turning of the steerable propulsion source to starboard causes said starboard tab to pivot below said ride plate thereby drag-steering to starboard and whereby turning of the steerable propulsion source to port causes said port tab to pivot below said ride plate thereby drag-steering to port, and a deceleration actuation linkage capable of causing said starboard tab and said port tab to pivot symmetrically below said ride plate thereby creating a force opposite a direction of travel of the watercraft.
[0044] Other objects and features of the invention will become apparent by reference to the following description and drawings.
[0045] A detailed description of the preferred embodiments of the present invention is provided hereinbelow with reference to the following drawings in which:
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[0078] In the drawing the preferred embodiments of the invention are illustrated by way of example. It is to be expressly understood that the description and drawings are only for purposes of illustration and to facilitate understanding, and are not intended to be a definition of the limits of the invention.
[0079] Referring to
[0080] Alternatively, as shown in
[0081] To operate the watercraft control mechanism
[0082] The summation of the primary steering effect due to the turning of the steerable nozzle
[0083] The techniques required for fabrication of the watercraft control mechanism
[0084] Referring to
[0085] The angle of attack of the tabs is believed to be important in optimizing the sucking effect necessary to keep the stern of the watercraft well in the water during deceleration. For instance, while an angle of attack of 15 degrees may provide near-optimal down force at the stern, an increase of only ten degrees in the angle of attack of the tabs to 25 degrees could radically diminish the down force at the stem of the watercraft.
[0086] A variant of the watercraft control mechanism
[0087] When the steerable nozzle
[0088] A variant of the tab
[0089] Another embodiment of the watered control mechanism
[0090] Referring to
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[0092] Referring, to
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[0098] Alternatively, the trailing edge
[0099] Illustrated in
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[0101] Each of the foregoing embodiments of the watercraft control mechanism preferentially employs two tabs (as illustrated in
[0102] Another embodiment of the watercraft control mechanism not shown in the drawing would entail an electronic feedback control system capable of sensing the angle of the steerable nozzle, degree of decelerator cable actuation as well as watercraft speed, pitch, roll and wave conditions. Such an electronic control system would be able to activate solenoids or electric motors to make rapid and precise adjustments to the angle of the tabs in relation to the input parameters. Furthermore, in the foregoing description of preferred embodiments, it would be obvious to one skilled in the art that many of the mechanical components and sub-systems, chosen for their mechanical simplicity and reliability could be replaced by more complex albeit functionally equivalent component and subsystems involving solenoids or electric motors. Therefore, the above description of preferred embodiments should not be interpreted in a limiting manner since other variations, modifications and refinements are possible within the spirit and scope of the present invention The scope of the invention is defined in the appended claims and their equivalents.