JP2002240792A - Boat for personal use and off-power steering system for the boat - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a boat including a propulsion system for generating a pressurized water flow passing through a hull having a port side and a starboard and through a nozzle. SOLUTION: A steering device is operationally connected to the nozzle 18. When the steering device is turned, the direction of the nozzle 18 is changed. At least a rudder is connected to either one of the port side and the starboard or both the sides. The rudders can be pivotally moved inward and outward and can be moved in the vertical direction with respect to side parts connected with the rudders. The rudders are arranged at a prescribed distance from each side part of the hull 38 and thereby the steering of a boat can be assisted by changing the direction of water flowing across the rudders by using internal surfaces and external surfaces of the rudders. A link element 20 connects the nozzle 18 with the rudders. Also an off-power steering system is disclosed.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION The present application relates to Simad 2001
U.S. patent application Ser. No. 09 / 775,8, filed on Feb. 5, 2014.
No. 06, and U.S. Provisional Patent Application Ser. No. 60 / 180,223, filed on Feb. 4, 2000 by Simard, incorporates the entire disclosures therein.

The present invention generally relates to personal vessels (pe
The present invention relates to a steering control mechanism for an RWA. More specifically, the present invention relates to a control system that assists steering of a PWC when the pressure of a jet pump falls below a predetermined threshold.

[0003]

2. Description of the Related Art Typically, PWC is propelled by a jet propulsion system that directs a stream of water through a nozzle (or Venturi) provided at the rear of a boat. The nozzle is mounted on the rear side of the boat and pivots so that the water flow can be directed between port and starboard within a predetermined range of travel. The direction of the nozzle is controlled from a PWC steering device controlled by the PWC user. For example, if the user selects to make a starboard turn, the user turns the steering device clockwise. This allows
PW the nozzle so that the water flow causes a starboard turn.
Point to the starboard side of C. In the conventional PWC, a water flow from a nozzle is mainly used for turning a boat.

When the user stops applying the throttle, the motor speed (measured in revolutions per minute or RPM)
And the speed of the water flow through the nozzles provided on the rear side of the boat decreases or stops, and thus the water pressure in the nozzles decreases. This is known as an "off-throttle" situation. If the user stops the engine by pulling on the safety lanyard or pressing the engine stop switch, the pump pressure will also drop. The same occurs when the engine fails (when there is no problem with the fuel or ignition system, etc.) and when the jet pump fails (in the case of jamming, cavitation, or application of the rotor or intake), and "off-power"
The term also includes "off-throttle" situations. This is because the effect on the pump pressure is the same in both situations.

[0005] Since the watercraft is turned by the jet of water, the steering becomes ineffective when the speed of the flow is reduced or stopped. As a result, a need arises to improve the steerability of the PWC when the pump pressure falls below a predetermined threshold.

An example of a prior art system is shown in US Pat. No. 3,159,134 to Winnen. This patent provides a system in which vertical flaps are positioned on each side of the hull at the rear of the hull. In this system, the side flaps pivot with the flap bars into the water stream to improve steering control, when moving at low speed and the jets through the propulsion system provide minimal steering to the boat.

A system similar to Winnen's system is shown schematically in FIG. FIG. 25 shows a boat 1100 having a steering device 1114. Flaps 1116a, 1116
b are flap bars 1128a, 1
It is attached to the side of the hull via 128b. Two telescopic link elements 1150a, 1150b
Has one end attached to arms 1151a and 1151b, respectively, and the other end has flap bars 1128a and 1121b.
8b. Arms 1151a, 1
151b is a partially toothed gear 1152a,
1152b. Gear 1160 is positioned between gears 1152a and 1152b to engage them. Gear 1160 itself is actuated by steering device 1114 through link element 1165 and steering vane 1170. FIG.
Illustrates the operation of the flap when the boat turns rightward, that is, in the starboard direction.

Since the gears 1152a and 1152b are only partially provided with teeth, only the gear 1152b is engaged with the gear 1160 when turning to the starboard direction. Therefore, the left flap 1116a does not move and the PWC 1100
Remains parallel to the outer surface of the hull. Thus, in this configuration, only the right flap 1116b is in the operative position to assist in steering the watercraft 1100.

Although the Winnen steering system shown in FIG. 25 provides improved steering control, it has drawbacks. First, steering is difficult. If the flap bar 1128 is located at the front of the flap 1116 (as shown), the user may
It takes a great deal of effort to push 116a, 1116b into the water stream. Second, the flaps 1116a, 1116b
The force required to force the cable system into the water stream places considerable stress on the internal steering cable system, which can weaken the cable system to the point of break. Third, in assisting low speed steering, only one flap 1116b is used at any given moment. Thus, the steering system shown in FIG. 25 is difficult to use, applies unnoticeable stress to the internal steering system, and uses only half of the steering flaps in performing low speed turns.

Such a system could be modified to use a simple telescoping link element that attaches the steering vane 1170 to the flap 1116 instead of a relatively complex gearing. Unfortunately, due to the sliding nature of the telescoping link elements, these structures can seize in salt water.

[0011] For at least these reasons, there is a need to develop an off-power steering system that makes PWC steering more effective when the pump pressure falls below a predetermined threshold.

[0012]

SUMMARY OF THE INVENTION A PWC according to the present invention
Has an improved system that includes at least one flap or rudder located on the side of the hull. The present invention relates to the design and operation of a generally vertical rudder positioned on the port and starboard sides of a PWC hull to assist in steering the PWC when pump pressure drops below a predetermined threshold. Further, the rudder may be vertically adjustable to further assist steering control when the pump pressure drops below a predetermined threshold.

[0013]

SUMMARY OF THE INVENTION Accordingly, one feature of an embodiment of the present invention is that the driver can turn off the PWC without undue stress or stress on the driver or steering device control steering mechanism. It is an object of the present invention to provide an off-power steering system having a rudder and link elements to assist in steering in conditions.

Another feature of the present invention is to provide a PWC with simple link elements that do not seize in salt water and are less complex than those known in the prior art.
An additional feature of the present invention is to provide an off-power steering mechanism that automatically raises and lowers the vertical rudder according to the water pressure in the venturi or flow nozzle.

Another feature of the present invention is that off-power steering can be performed more efficiently by using both rudders simultaneously and in off-power tandem to assist steering.

[0016] Embodiments of the present invention further provide an improved rudder for use in an off-power steering system. An additional embodiment of the present invention provides an off-power steering mechanism kit for retrofitting (remodeling) a PWC without an off-power steering mechanism.

[0017] These and other features of the present invention will become apparent to those skilled in the art from a reading of the following disclosure. The invention preferably provides that the rudder is close to the stern and the PWC
A rudder system positioned on each side of the hull.
The preferred embodiment uses a pair of vertically movable rudders that operate in tandem during steering.

The present invention can provide a steering system that is easy to manufacture and easy to steer. This system can automatically lower the vertical rudder when off-power steering is required, and can automatically raise the vertical rudder when off-power steering is not required.

The rudder according to the present invention is spaced a predetermined distance from the hull and pivots from a predetermined position inward from the rudder edge so that water can flow over the inner and outer surfaces. . One embodiment of the present invention will be described below.

It is envisioned that many equivalent structures could be used to provide the present system, and its function is described herein. Modifications of the present invention to obtain such an equivalent structure, especially in view of other sources, will be readily apparent to those skilled in the art.

Various embodiments of the present invention will be understood by reference to the accompanying drawings. In the accompanying drawings, like elements in the various figures are numbered in common.

[0022]

DETAILED DESCRIPTION OF THE INVENTION The present invention is described by way of example with reference to a personal watercraft or PWC. However, it should be understood that the steering and stop systems described herein can be used on any boat, and especially on boats powered by a jet propulsion system.

The first embodiment of the present invention can be understood with reference to FIGS. FIG. 1 shows a plan view of the stern of the PWC 10. The hull 38 is schematically outlined only to highlight the important features of the present invention. In some of the following drawings, for simplicity, the PWC10
Only one side flap or rudder system is shown. It should be understood that the system described for one flap or rudder is equally applicable to flaps or rudders provided on the other side of the boat.

The first embodiment of the present invention is called a "flap" system. This is because one edge of the flap is hinged, and thus only one side of the flap changes direction of the water to assist in steering. Winnen's conventional system described above is an example of a flap system. The other embodiments discussed below are referred to as "rudder" systems. This is because the rudder pivots at a location that is spaced inward from the edge by a predetermined distance. The rudder is positioned away from the surface of the hull so that water can flow over both the inner and / or outer surfaces of the rudder to assist in steering the PWC. The advantages of the rudder system are described in more detail below.

It will be appreciated that corresponding flap or rudder systems are preferably located on each side of the hull 38 shown in FIG. Although the preferred embodiment disclosed herein shows a preferred two flap or rudder system, a single flap or rudder may be used if desired. Further, the flap or rudder system is preferably as far as possible from the center of gravity of the PWC (ie, located as close to the stern beam), but to maximize the moment arm for the force exerted by the flap or rudder, the hull Are placed in a high pressure relative flow created by moving through the water. Thereby, steering is performed more efficiently. Thus, where specific details regarding an off-power steering structure are mentioned for only one side, these details are applicable to the corresponding structure provided on the opposite side. Further, while the flaps or rudders are shown mounted on the sides of the hull, flaps or rudders according to the present invention may be mounted on the stern, again protruding from the sides.

The flap system according to the first embodiment of the present invention provides a steering system in which each of the flaps 216a and 216b rotate about two different axes instead of one. It is an object of the present invention to position the flap deep in the water to improve the steering efficiency of the flap, while minimizing contact with water and minimizing drag when the flap is not required for steering.

The flap systems 40a, 40b include flaps 216a, 216b, these flaps 216a,
216b includes double-ended ball joints 43a, 43b that attach to the hull 38. The flap system 40a is provided on the port side, and the flap system 40b is provided on the starboard side. The double-ended ball joints 43a, 43b include rods 42a, 42b connected to the hull 38 via connectors 48a, 48b. Any known means such as nuts and bolts 52a, 52b can be used to secure these rods 42a, 42b to the hull. The ball joint rods 42a and 42b
The ears 44a, 44b are linked by connectors 46a, 46b. These ears 44a, 44b are connected to the upper portions of the flaps 216a, 216b, respectively.

As shown in FIG. 1, the flap 216b has a hinge connection 50b, which is connected to another hinge connection element 56b. Connecting part 5
6b pivots about an axis shown as BB.
This is the first of the two axes that will be the center of rotation of flap 216b. The second axis of rotation of flap 216b is provided by hinge 50b. 6 in FIG.
The front flange for the starboard flap system of this hinge 50b, shown as 2b, is mounted on a pivot 56b which is mounted (eg, with screws) on the hull 38. This Axis 5
6b allows the vertical hinge 50b to be rotated about a horizontal axis.

The flap system 40a is connected to the telescoping link element 20 via a connection element 30a. The internal structure of the nested link element is given the reference number 20a. The nest structure 20 is connected to the nozzle 18 via a pivot element 24. The pivoting element 24 may be any structure that allows the link structure to be connected to the nozzle 18, and the flaps 216 a, 216 b can be operated by pivoting the nozzle 18. The nozzle 18 oscillates about a pivot point 26 to provide a high speed (i.e., the throttle is in the on position) PWC.
Steer 10.

The venturi 32 directs the flow of water from the jet propulsion system 34 to increase the velocity of the water as it flows through the venturi 32 and into the nozzle 18. Reducing the diameter of the venturi 32 increases the speed of water moving through the venturi opening. A flank or sponson (stabilizer) 12a, 12b attached to the port outer surface of the hull directs the water flow and the PWC 10
To help stabilize Although FIG. 2 shows the venturi 32 and nozzle 18 as separate elements pivoted together, it should be noted that various modifications of the venturi / nozzle structure are considered to be within the scope of the present invention.
Thus, various water propulsion structures can be used to perform the functions of the venturi / nozzle combination, particularly to provide high speed water propulsion while providing steerability.

FIG. 3 shows the starboard flap 216b in the operative position. To move the flap 216b to this position,
The user turns the steering device, in this case a handlebar (not shown), to the right, ie, to the starboard direction. The nozzle 18 pivots about a pivot point 26 so as to steer the boat in the starboard direction. The pivot 24 forces the flap 216b into the water stream (indicated by the dashed arrow) with the link element 22 and the telescoping insert 22a. In this position,
Flap 216b is connected to the hull by element 44b. Element 44b is attached to rod 42b by structure 46b. Rod 42b
Are connected to the hull by a ball joint 52b. The rod 42b is preferably rigid so that the connecting element 44b does not pivot about the rod 42b. However, it is contemplated that a structure that provides flexibility at this point may be used.

The rod 42b is connected to the hull 38 through a connector 48b via a bolt-nut device 52b or some equivalent structure. Connecting element 44
b, structure 46b, and rod 42b
b upper part 61b is held firmly in place and rocks vertically to keep out of the water stream. Although one particular configuration has been illustrated, other equivalent structures can be provided to support the upper portion 61b of the flap 216b.

When the steering device 14 is moved, the flap 216b thereby assists in turning the PWC in the starboard direction. In operation, the flap 216b is connected to the hinge 5
0b pivots outwardly in a substantially vertical direction into the water, and bolts 54 about the axis indicated by line BB.
Pivot on. Similarly, nested link elements 20
When the flap 216a is pressed outward by a pressing force from the outside, the double-ended ball joint 43a and the ear 44a simultaneously push the upper portion of the flap 216a backward. The rear portion of the flap 216a is pressed deep underwater by the action of the force applied by the ear 44a.

In this embodiment, the telescopic link arm 2
To use 0,22, the flap 216a opposite the flap 216b moved to the active position is in the inactive position and remains parallel to the sides of the hull 38 and the PWC. Thus, only one wheel flap at a time provides steering assistance. These link arms 20, 22
Actuates the flap by operating the steering device (i.e., turning the steering device to pivot the nozzle, thereby operating the flap as described above) in the illustrated embodiment. It can be considered as an actuator that can.

FIG. 3 shows the flap 216b in the operating position.
It is a perspective view of. Flap support structures 44b, 42b, 4
6b and 48b secure the upper portion of flap 216b so that the flap does not swing outward or pivot downward in the water stream. As can be seen from FIG. 3, the lower portion 60b of the flap 216b is under the reference
It pivots outward more than the upper part indicated by b. As a result, the flap 2
It flows more easily over the upper portion 61b of the 16b. Thus, in the actuated position, flap 216b pivots about both the axis of hinge 50b, shown in dashed line CC, and the axis of bolt 54b, which is connected to hinge 50b via a connection structure shown as 62b. A rotation axis indicated by a chain line BB indicates the flap 216b that has been rotated to an optimal position in water coming from the stabilizer 12b.

The first embodiment described above uses a flap in which water flows only on one side, but the dual pivotal movement of the flap about two different axes allows for a single such as Wennen. It is more efficient and effective than a system with one pivot movement.

FIG. 4 shows a second embodiment of the present invention. This embodiment seeks to solve the problems of (1) lack of efficiency when only one rudder is used during steering, and (2) stress transmitted to steering components.

According to the embodiment of the present invention shown in FIG.
C10 has a steering device 14. Stabilizers or sponsons 12a, 12b are mounted on the rear side of the hull 38 and rudders 316a, 316b are hinged 68.
a, and 68b are connected to the hull 38. These hinges 68a, 68b connect the rudders 316a, 316b to the hull 38 at a predetermined distance from the front ends of the rudders 316a, 316b.

The nozzle 18 pivots about a pivot 26. The pivot 26 may be of any type known to those skilled in the art. Nozzle 18 is pivotally connected to link elements 66a, 66b at pivot 24. These link elements can be considered as parts of an actuator that can actuate the rudders 316a, 316b by operating the steering device by the operator. In a preferred embodiment, the link elements 66a, 66b are not nested and are formed from a single rigid structure. This makes these link elements easier to manufacture and more reliable than the relatively complex nested structures known in the prior art. By using the non-nested link elements 66a, 66b, the rudders 316a, 316b move simultaneously as the nozzle 18 rotates.

As shown in FIG. 4, when the steering device 14 turns the PWC 10 in the starboard direction, the nozzle 18
Turns the PWC by directing water flow from the jet propulsion system toward the starboard side of the PWC 10.
According to the present invention, when the nozzle 18 is in this position, the port rudder 316a is pulled inward toward the longitudinal axis of the PWC 10 as indicated by line AA. Pulling the port side rudder 316a inwardly increases the water pressure acting on the inner surface of the rudder 316a, thereby increasing the PWC
It is assisted to steer 10 in the starboard direction. Further, the link element 66b connects the rudder 316b to the sponson 12b.
Extend outward into the stream away from the water. Link element 6
The rudder 316a, 316b has a different turning angle because 6a, 66b is pivotally attached to the pivot portion 24 of a different portion of the nozzle 18. When making a starboard turn, rudder 316b changes direction more than rudder 316a and forms a large angle with respect to axis A-A. Rudder 316a generates a high lift and low drag, while rudder 316b generates a high drag and high lift, both of which assist in steering the PWC to starboard.

Further, since the hinge elements 68a, 68b are arranged inward from the ends 67a, 67b of the rudders 316a, 316b, the user turns the steering mechanism at the steering device 14 to turn the rudder 316a, 316b
To assist in off-throttle steering by placing these rudders into the water stream. Thus, the system reduces both the stress on the steering mechanism and the stress on the user.

Referring to FIG. 5, this shows a third embodiment of the present invention. This embodiment seeks to solve some of the same problems as the second embodiment described above. Further, the third embodiment is intended to solve the problem of the drag acting on the rudder when the rudder is under the water. When the rudder is always in the down position, when the PWC is operating at high speed, it tends to generate drag in water and decelerate the PWC.

As shown in FIG. 5, the hull 38 of the PWC 10
Are connected to the deck 70. The cover structure 72
The connection between the deck 70 and the hull 38 is covered. Bolts 88a, 88b connect the U-shaped bracket structure 76 to the hull 38 to support the rudder 416b so that it can move up and down. The bracket 76 further supports hinge movement of the rudder 416b about an axis shown as DD. The starboard link element 66b is
The whole is shown in a state attached to the rudder 416b.
Spring 86 urges rudder 416b to a high, non-working position outside the water. The bottom 96 of the rudder 416b is shown at its higher position, and is at a lower position on the imaginary line 97. Bush 92
Thus, the rudder 416b can move up and down with low friction. Preferably, a lubricant 82 is used to improve durability. Due to the hinge structure supported by the bracket 76, the rudder 416b can be raised and lowered to a predetermined position underwater or outside water, and can also rotate about the axis DD.

As shown in FIG. 5, the rudder 416b is
6b includes a plurality of fins 94 positioned to catch water when moved to the operating position. These fins 94 are preferably angled at 15 ° to draw in the running water so that the rudder 416b can be further lowered into the water. In a variant, the fins 94 can be arranged at any angle, preferably between about 5 ° and 25 °, to obtain the effect of drawing water, with about 15 ° being most preferred. In other words, the stabilizer or Sponson 12
When the fins 94 catch the running water leaving b and the bottom of the hull, this pushes the rudder 416b further into the flowing water path and assists in steering the PWC 10. FIG. 6 is a side view of a third embodiment of the present invention. Fins 94 are shown. It should be noted that any number of fins can be used and only one fin is shown, but multiple fins 94 are shown. The link element 66b is
In order to show where the rudder 416b is connected, it is shown by a virtual line. Raised nose 98 is rudder 416
Extending over the sides from the leading edge of b, this nose directs water flow around rudder 416b. The nose 98 redirects the water flow over the rudder 416b, preventing water from engaging the fins 94 when the rudder 416b is in its inactive position. The rudder 416b rotates about the axis DD when actuated by the link member 66b. Rudder 416b
A plurality of openings 96 are located in the area between the fins 94 to allow the passage of water when the is in the operative position. Water flows over rudder 416b after being directed from stabilizer 12b and the bottom of the hull.

When rudder 416b opens to its operating position, water flows over nose 98 and fins 94. The rudder 416b is moved downward by the force of the water exerted on the fins 94, compressing the spring 86 and moving the rudder 416b to a position fully lowered in the water. When the rudder 416b is used to steer in the port direction, water exerts pressure on the fins 94 due to the opening 96 formed between the fins 94, and
16b is forced down, and water flows over the inner surface of rudder 416b. This also occurs when the PWC 10 is steered in the starboard direction by the rudder 416b, and water flows on the outer surface of the rudder 416b.

FIG. 7 shows plan views of various positions of the rudder 416b (shown in FIG. 6). Rudder 416b is spaced from hull 38 of PWC 10, as described above in connection with FIG. The pivoting position 74 of the rudder 416b is
In addition to being moved away from the edge of 6b, the rudder 416b is separated from the hull 38 so that the rudder 416b can be steered to steer the boat in either the port or starboard direction. Can be used. For example, if the rudder 416b is set to 1
It can be moved to the position indicated by 06. In this position, the water flowing away from the stabilizer 12b flows over the fins 94,
This pushes rudder 416b down into the water. Rudder 416b
Move downwards into the water, more fins 94 capture the water and thus push rudder 416b further into the water. The PWC 10 is steered toward the starboard direction by the force of the water flowing on the rudder 416b. However, if the user
When trying to steer the WC10 to port,
The link element 66b pulls the rudder 416b to the position shown by the broken line 108. In this position, the stabilizer 12
b and water leaving the bottom of the hull flows across the inside surface of the rudder 416b.

The fins 94 are preferably at an angle of about 15 ° to the horizontal. Fin 94 is rudder 41
6b into the water against the pressing force of the spring 86, so that the rudder operates to assist the off-power steering of the PWC 10 at other angles (preferably 5 ° to 25 °). ) May be used.

FIG. 8 shows a fourth embodiment of the present invention. According to this embodiment, rudder 516b has bolts 88 attached to hull 38.
a, 88b. Other means of attachment may be used and such means will be apparent to those skilled in the art. A spring 86, considered part of the actuator, pushes rudder 516b to upper position 124. In this manner, rudder 516b is typically in its upper position 124. However, once the rudder 516b is rotated into the water flow, the articulated rotatable mini-flap 112 positioned on the rudder 516b is driven into the rudder 5 underwater.
16b is assisted. When the rudder rotates, FIG.
, The mini flap 112 rotates about the axis FF.

When the rudder 516b is in its operating position, the water flowing over the mini flap 112 causes the mini flap 1
Reference numeral 12 rotates about the axis FF. Slider 1
13 is a mini-flap 112
When the rudder 516b is opened to the operating position in the water flow, the upper portion of the mini flap 112 is pressed and rotates inward. Rotating the mini flap 112 to a specific position associated with the water flowing over the mini flap 112 pushes the rudder 516b down against the pressure of the spring 86, and thus pushes the rudder 516b down into the water. In this operating position, the rudder 516b is more effective in directing the PWC 10 in an off-power state and assisting in steering.

FIG. 10 shows a fifth embodiment of the present invention. This embodiment is similar to the other embodiments, except that the spring 86 pushes the rudder 616b underwater instead of pushing it up as discussed above. In FIG. 10, the rudder is given the reference number 616b, but in this and other embodiments, various illustrations of the rudder system are interchangeable. For example, the basic rudder 316a, 31 shown in FIG.
6b and the variable area rudders 716a and 716a shown in FIGS.
16b can be used interchangeably in various embodiments of the present invention.

In a fifth embodiment of the present invention, the structural element 130 shown in FIG. 10 connects the rudder 616b to the rod 129 and operates to move the rudder 616b up or down, ie, vertically. It is understood that references to relative upper and lower movements, especially with respect to the water surface, are considered by the present invention to be vertical movements, even at an angle to the true vertical. Should.

The rudder 616b can be positioned at a high position 132 or a low underwater position 128. Structural element 13
Zero allows the rudder 616b to pivot about the axis DD and move up and down to the upper and lower positions as discussed above. This embodiment allows the rudder 616b to be positioned or pressed underwater, but can be moved out of the water when the boat hits an underwater object or when the boat is operating at high speed, thereby displacing the hull. Useful because it can be raised high in water. The rudder configuration of FIG. 10 is preferably used with the clutch system disclosed below with reference to FIGS. 15 ac and 16.

FIG. 11 shows a sixth embodiment of the present invention. Figure 1
As shown in FIG. 1, water lines 136a and 136b, which can be considered part of the actuator, are connected to holes 135a, 135b in the venturi 32.
The water lines 136a and 136b extend from the holes 135a and 135b in the venturi 32 to the link elements 66a,
Exit near rudder 616a, 616b through 66b. The rudders 616a, 616b are connected to the hinge elements 140a, 1
40b, which is connected to the hull, and link elements 66a, 66b steer the nozzle 18 to the rudder 616a, 616b.
Through hinge elements 30a and 30b.
The rudders 616a, 616b preferably provide additional deceleration when these rudders are in the lower operating position, as shown in FIG.
As shown in FIG. This angle is
It can be varied based on the vertical position of the rudder.
The water lines 136a and 136b are connected to the link element 66.
a, 66b. However, other means of connecting the water lines to the hinge portions 140a, 140b are also conceivable, such as water lines 136a, 1
This includes passing the stern 36b through the hull 38 or attaching these water lines to the outer surface of the hull.

This embodiment eliminates the need for a clutch. FIG. 12 shows another view of the preferred embodiment of the present invention.
This figure shows a rear view of the starboard side rudder 616b. To show the hinge structure of the present invention, the rudder 6 of the link element 66b is shown.
No linkage to 16b is shown. Hinge part 140b
Includes a rod 118, a spring 86, and a water cylinder 146. The water line 136b connects the end of the water line 136 to the water cylinder 14 from the hollow portion of the link element 66b.
6 to a base portion 119 which connects to the base portion 119. The bracket 76 supports the above-described elements 118, 86, 146, and allows for both pivotal and vertical movement while allowing the rudder 616b to be fixedly attached to the hull 38. The tip 115 of the inner rod 118 is positioned in the water cylinder 146. The spring 86 includes the rudder 61
6b is pressed to the lower positions 142a, 142b. Rudder 616
b slides the water cylinder 146 up and down via the projections 87 and 89 projecting from the inside. Projections 87, 8
Reference numeral 9 is attached to the inner surface of the rudder 616b. Each protrusion 87, 89 has an opening of a shape complementary to the water cylinder 146. The opening of the protrusion allows the rudder 616b to slide up and down on the outer surface of the cylinder 146.

From this configuration, when pressed by the spring 86, the rudder 616b is in the lower position and the rudder 616
If b has been moved to the operable position, it can be seen that water flowing away from stabilizer 12b crosses rudder 616b. Thus, rudder 616b can move from an upper position outside the water, as indicated by outgoing lines 144a and 144b, to a lower position underwater, as indicated by lines 142a and 142b, to steer PWC 10.

The amount of water pressure in the water cylinder 146 is
6b controls the upper position or the lower position. The water pressure in the cylinder 146 is determined by the pressure of the water flowing through the venturi 32 shown in FIG. When the PWC throttle is turned on, water is pumped through the venturi 32 and nozzle 18. The water pressure in the venturi 32 changes from a front position to a relatively narrow rear position. Venturi 32 hole 13
Although 5a and 135b can be arranged at various positions, they are preferably arranged in a high pressure area. The high pressure region is a region where water flows relatively slowly, and the diameter of the venturi 32 is large.

Furthermore, as mentioned at the outset, the Venturi / nozzle configuration varies from PWC to PWC. Thus, it is contemplated that the water lines 136a, 136b can communicate with water pressure from a location other than the venturi 32, such as from the nozzle 18 or possibly a speed sensor or, for example, from a water collection port located below the hull. .

When the throttle is on and the water pressure in the venturi 32 is high, water flows through the holes 135a, 13a.
5b is pressed into the water lines 136a and 136b. Water flows through line 136b and begins filling water cylinder 146, as shown in FIG. The water in the cylinder 146 pushes the tip 115 of the piston 188 upward. Piston 118 is connected to rudder 616b, which is connected to protrusions 87,89. When the rudder 616b is raised, the projection 87 comes into contact with the spring 86 and compresses this spring against the pressing force of the spring. The rudder 616b moves to a higher position indicated by 144a and 144b.

The water in the Venturi 32 is
Move relatively slowly through the wide area 33 of.
In this region, the water moves relatively slowly, but the water pressure is relatively high. The holes 135a, 135b are preferably located in this high pressure area 33 of the venturi 32. The venturi 32 narrows as it approaches the outlet portion 35. As the venturi 32 narrows toward this region 35, the water moves relatively quickly and the water pressure decreases. The water then flows from Venturi 32 to nozzle 1
8 is released. The nozzle pivots about a pivot point 26 to propel and steer the PWC 10.

In this embodiment, the water hoses 136a, 136
6b is attached to holes 135a and 135b, respectively. If water is flowing at high speed through the venturi 32 and the pressure in the region 33 of the venturi 32 is high, water will flow through the holes 135a, 135b and into the respective water lines 136.
a and 136b. Link element 66
a, 66b are connected to the nozzle 18 via a pivot point 24, as in the previous embodiment. Pivot element 30
a, 30b connect the link elements 66a, 66b to the respective rudders 616a, 616b. On the starboard side, link element 66b is connected to nozzle 18 and rudder 616b via pivot point 30b. Link element 66
a, 66b, water lines 136a, 136b can be inserted thereinto, thus connecting the water line to link element 6
It may be hollow so that it can extend through 6a, 66b to near the rudders 616a, 616b.

On the port side, a water line 136a extends from the tip of the link element 66a. Water line 136
a is connected to a hinge element 140a that attaches the front area of the rudder 616a to the hull 38 of the PWC 10. Similarly, on the starboard side, a water line 136b emerges from the tip of the link element 66b, and the front area of the rudder 616b is
The hull 38 is connected to a hinge element 140b. (The hinge portions 140a, 140b are described in more detail below with reference to FIG. 12.) As shown in FIG. , Passes through the hinge elements 140a and 140b, and
a, 616b is controlled to move up and down.

The rudders 616a, 616b preferably push to their upper position if the PWC 10 has a jet pump pressure equal to the pressure obtained when the engine is operating at 4500 RPM or higher under normal conditions. Is done. Below 4500 RPM, the flow of water through the venturi 32 decreases and the rudders 616a, 616b drop to a lower position in proportion to the number of revolutions, for example 50.8 mm (about 2 inches) in water.

If the rudders 616a, 616b are not needed, ie, if steering can be provided by jet-propelled water moving through the nozzle 18, the rudder 616
a, 616 is positioned in a high inactive position, and thus the rudder does not drag or slow down the PWC 10. However, if off-power steering is required because water does not flow quickly through Venturi 32, line 136a,
The water pressure in 136b decreases. Water in water cylinder 146 is forced back through water lines 136a, 136b and exits through holes 135a, 135b. Rudder 616a, 61
6b descends to the position indicated by the outgoing lines 142a and 142b, and thus comes into contact with the water flowing away from the stabilizers 12a, 12b, thereby allowing the user to steer the PWC 10 at such low speeds that such steering assistance is required. .

According to the present invention, off-power steering can be performed more efficiently at a low speed.
6a and 616b automatically drop from a high position to a low position in the water once the water pressure in the venturi 32 reaches a certain level.

The preferred embodiment uses the rudder pivot shown in FIG. This device is efficient because both rudders 316a and 316b are used in tandem. As shown in FIG. 4, the pivot points 68a, 68b are not located on the front portions 67a, 67b of the rudders 316a, 316b. Pivot point 6
8a and 68b are positioned at a specific distance from the ends 67a and 67b,
a, 12b and rudder 316 into the water stream leaving the bottom of the hull.
a, The force required to move 316b is reduced. In addition to reducing the load on the steering components of the rudder, the water flowing over the rudder is more balanced on each side of the hinges 68a, 68b.

As shown and discussed above, nozzle 18 directs water flowing from the jet propulsion system in a particular direction to steer PWC 10. In the second embodiment shown in FIG. 4, the link elements 66a, 66b are not telescopic as shown in the first embodiment, but have a single rigid structure. A pivot element 24 connects the link elements 66a, 66b to the nozzle 18, respectively;
The nozzle 18 can be pivoted when actuated by a steering mechanism on the steering device 14. Link element 6
6a and 66b are connected to the rudder 31 via the pivot points 30a and 30b.
6a and 316b, respectively.

In the second embodiment, the link element 66a
Pulls the rear portion of the rudder 316a inward toward the hull 38 and thus positions the rudder 316a such that water can flow over the inner surface of the rudder 316a. Thus, the water flowing away from the stabilizer 12a is rudder 316
a on the inner surface and is redirected by this inner surface. When turning to the starboard side, the pivoting element 24 causes the link element 66b to push and release the rudder 316b into the flow of incoming water leaving the stabilizer 12b and the bottom of the hull.

To achieve the results obtained by using both rudders 316a and 316b in off-power steering, rudders 316a, 316b are mounted on hull surfaces 38.
Are spaced farther apart than shown in FIG. By way of example, rudders 316a, 316b are preferably spaced about 1.5 inches from hull 38. This distance will vary depending on the components used and other factors well known to those skilled in the art.
For example, the distance may be from about 38.1 mm to 50.8 mm from the hull.
mm (about 0.5 inches to 2 inches). However, any suitable range can be selected based on the shape and dimensions of the hull.

The two rudders 316a, 316b participate in the off-power steering of the PWC 10. Further, the link elements 66a, 66b need not be telescoping, and thus there is no possibility of seizure or nesting stoppage when used in salt water. Further, the unitary link elements 66a, 66b are more cost effective and easier to maintain than nested ones. Further, in the embodiment shown in FIG. 4, the pivot points of the rudders 316a and 316b are
Since it has been moved a specific distance from the ends 67a and 67b of the a and 316b, it is relatively easy for the user to steer the PWC 10. In this method, the fulcrum of the pivot point of the rudders 316a, 316b is moved to a position shifted from the edge of the rudder, so that it is much easier for the driver of the PWC 10 to perform steering. The link elements 66a and 66b
By acting on the trailing edges of the rudder 6a, 316b, these rudder 3
16a and 316b are easily pushed.

Other embodiments also relate to these problems discussed above, in particular the lack of efficiency of the hinged rudder system, the distortion of the vertical rudder system provided in the steering component, the rudder being in the down position. Rudder drag and the adverse effects of the combined nozzle and rudder effects on steering operations.

FIGS. 4 and 11 show the link elements 66a and 66b and the water line 136 provided outside the hull.
Although a and 136b are shown, other configurations are also contemplated. Link elements 66a, 66b and water line 136a,
To pass both 136b to rudders 616a, 616b,
It is also possible to use a double fiberglass wall provided inside the hull 38 near the stern. In this case, the link elements 66a, 66b and the water lines 136a, 136b
Is not visible behind the PWC 10. Links 66a, 66b
The bushing may be used where the side walls pass through the hull 38. Further, those skilled in the art will appreciate that the water lines 136a, 136
b and the link elements 66a, 66b
Other configurations and structures for coupling to 616b will be appreciated. For example, the link element and the water line can be covered with a tubular cover.

FIG. 13 shows a modification of the sixth embodiment of the present invention. FIG. 13 shows the port rudder 716a. This rudder 716
a has a modified structure on its surface, which is designated by the reference numeral 151 throughout. The particular structure of the rudder 716a is described below with respect to FIGS. FIG.
As shown in FIG. 7, the piston 146 is attached to the rudder 716a,
6a are connected using spring pins 147 provided at both ends. Piston 146 has a head portion 148 enclosed within a water cylinder 149. Water cylinder 14
Nine openings 153 provide a fluid connection to water line 136a, which is connected to openings 135a of Venturi 32, as discussed above. Piston 146 and cylinder 149 can be considered part of the actuator.

When the water pressure in the venturi 32 rises, water flows into the water cylinder 149 from the water line 136a through the opening 153. Water is supplied by a plastic O-ring 150 and a head 148 of a water cylinder 149.
It is captured in the piston area below the head 148. The water that has flowed into the cylinder 149 raises the piston 146, thus raising the rudder 716a and out of the water.

As in the previous embodiment, the pressing spring 86, which can be considered as part of the actuator,
6a is pressed down. Further, the head 148 of the piston 146 has an annular surface 154. When the piston rod 146 rises due to water pressure entering the cylinder 149, the annular surface 154 contacts the annular surface of the upper bush 156 shown above the water cylinder 149, thereby preventing the piston 146 from moving. The spring 86 is seated on the bush 156. With the bracket 76,
A water cylinder 149 is mounted on the hull 38 of the PWC 10. Attachments 158a, 158b connecting the rear side of the rudder 716a to the rod 118 are provided in another area of the rudder 716a. As shown by the phantom line, rod 1
18 is surrounded by a sleeve 160 connected to the tip of the link element 66a.

In this way, the rudder 716a can pivot about the axis extending along the piston 146 and at the same time raise and lower the rudder 716a, with the sleeve 160 acting on the hydraulic pressure in the water line 136a. When the rudder 716a moves up and down according to the above, it slides on the pin 118.
Opening of hull 38 or bush 16 attached to hull
Any other equivalent structure, such as 2, can support the link element 66a.

To prevent the water pressure in the water cylinder 149 from becoming too high, and to assist in cleaning and cleaning, the piston 146 and / or the water cylinder 149 can intentionally leak water. At least one hole and preferably four discharge holes (not shown)
49 can be arranged in the upper area for this purpose.

FIGS. 14A to 14C are perspective views of the rudder 716a. Referring first to FIG. 14a, the surface of rudder 716a, generally designated by reference numeral 174, has various heights. These heights are, in the preferred embodiment, peaks at the point labeled 175. Further, the rudder 71
6a has a plurality of openings 172 on its surface. These openings 172 correspond to the rudder 716a and the reference
3 and 177 are bounded by fins 170 connecting the front structure of the rudder to the deep structure surface of the rudder, respectively. These fins 170 also function as structural reinforcements of the rudder 716a. The angle of the fin 170 assists the movement of the rudder 716a into the water as described in the third embodiment. A flat extension 168 is provided at the top of the rudder 716a. This extension is the rudder 716a
Are provided for the pivot point 140 to allow the PWC 10 to pivot and assist in steering the PWC 10.

FIG. 14B shows the opening 172 and the fin 1.
70 is another perspective view showing 70. FIG. Surface 174 of rudder 716a
Are also shown. The opening 172 allows the reference numeral 171 on the outer surface 174 of the rudder 716a or in FIG.
The rudder 716a can be turned to be effective in diverting water to any of the inner surfaces marked with. Thus, the rudder 716a is turned around the axis so that water flows across the inner surface 171. Water is in opening 1
72 and across fins 170. These both allow rudder 716a to participate in relieving pressure on rudder 716a that unnecessarily weakens rudder 716a and diverting enough water to assist in steering PWC 10. That's why. However, for the same rudder, if the rudder 716a is turned to the port side, for example, to assist in steering the PWC 10 to port, water will flow across the front of the rudder 716a, referenced 174. In such a case, the water flows over the front 174 and the surface 177 and the rudder 71
It flows out from the rear side of 6a. Thus, the rudder 716a
Can be more involved in the steering of the boat, whether water flows across either the front 174 or the rear 171 of the rudder 716a.

The front edge 910 of the bottom surface 900 of the rudder 716a is
In order to retreat floating obstacles such as ropes under the rudder 716a,
Alternatively, it is curved upward to assist in moving rudder 716a upwards on a sturdy obstacle, such as a rock, so that rudder 716a is not caught or damaged. The rear edge 920 of the bottom surface 900 of the rudder 716a is also curved upward.
This curvature accelerates the flow of water according to the bottom surface 900, thus creating a low pressure region. This low-pressure area corresponds to the rudder 716a
Assist in moving the to the operating position.

FIG. 14C is a plan view of the rudder 716a.
A hinge connection 140 is shown as the pivot point of the rudder. FIG. 14 c provides a general understanding of the shape of the top surface 168. The upper surface 168 is preferably the rudder 71 when turning.
6a has an airfoil shape (airfoil shape) that enhances the efficiency. However, it is not necessarily limited to the shapes shown in FIGS. 14a-c, and possible cavities or openings 172 in rudder 716a that assist in directing water onto or through the required surface of the rudder. It is merely an illustration of features and locations. It is contemplated that other features may be available or used in connection with these general ideas.

FIGS. 15A to 15C show a seventh embodiment of the present invention. As in the embodiment above, rudders 816a and 816b are connected to hull 38 via hinge portions 68a and 68b at a particular distance from the ends of these rudders 816a and 816b. . Rudder fulcrum 8
This offset position, located away from the ends of 16a, 816b, facilitates pushing rudders 816a, 816b outwardly into the water stream. FIGS. 15a-c illustrate a clutch mechanism that can be considered a part of an actuator that can simultaneously move both rudders 816a, 816b to assist steering during throttle operation. Further, in this embodiment, the use of a clutch system allows the rudders 816a and 816b to be deactivated when they are not required for steering purposes. The rudders 816a, 816b may be any of the rudder embodiments disclosed herein or other configurations.

As shown in FIG. 15A, the slider 18
6 includes a slot opening 192. Although the slider 186 and clutch mechanism are shown as being located above the nozzle, the clutch system may be located below the nozzle. The slot opening 192 is provided with the locking pin 18.
8 includes two regions 194,196. When the pin 188 is in the first unlocked position 196, the pin 188 slides and does not engage the slider 186. The second locking area 194 will be discussed below. The clutch system includes a pair of brackets 180a, 180a connected to the nozzle 18 with pivotal attachments 182a, 182b.
b. The bracket 180a has one end attached to the nozzle 18 with a pivot attachment 182a and the other end attached to the link element 66a via a pivot attachment referenced 184a. The bracket 180b has one end attached to the nozzle 18 at a pivot attachment 182b,
The other end is attached to link element 66b at pivot attachment 184b.

One end of the locking pin 188 has a pivot point 184a.
And is attached to a transverse bracket 183 connected at the other end to a pivot point 184b. These pivot points are, as discussed above, brackets 180
a, 180b, and link elements 66a, 66b, respectively. As shown in FIGS. 15A and 15B, when the locking pin 188 is not engaged with the slider 186, or when the engaging pin 188 is in the non-engaged portion of the opening 196, the movement of the nozzle 18 is performed. Rudder 816
a, 816b is not moved.

Further, the non-engagement operation mode is shown in FIG. In FIG. 15 b, when moving the nozzle 18 back and forth, a pin or bolt 188 can slide through the slider opening 196. When the pin 188 slides through the area under the opening 196, it does not engage the transverse element 183 so as not to adversely affect the movement of the rudders 816a, 816b. In this non-engagement mode, the slider 186 does not engage the pin 188 and the cover 190
Not fixed within. The brackets 180a, 180b move the link elements 66a, 66b to the rudder 816a, 8b.
16b is not moved to an inoperative position, an undesirable position. In this mode, the nozzle 18 moves the rudder 816
a, 816b without moving. This is because the locking pin 188 does not engage with the engagement portion 194 of the slot opening 192 of the slider 186. This allows the slider 186 to move freely left and right in relation to the movement of the nozzle, but does not engage the locking pin 188 and thus does not engage the link element or its movement to actuate the rudders 816a, 816b. That's why.

FIG. 15 c shows the locking pin 188 engaged with the cavity 194. When the transverse element 183 is engaged with the slider 186 via the locking pin 188, the link element 66a, 66b can move as the nozzle 18 rotates about the pivot point 26. In this manner, both rudders 816a, 816b rotate simultaneously about their respective hinges 68a, 68b. This is because these rudders are connected to the non-nested structure of the link elements 66a, 66b.

FIG. 16 is a side view of the clutch mechanism disclosed in FIGS. The nozzle rudder 204 is positioned inside the nozzle 18. The width of this rudder is about 3m
m. Link element 66a and pivot connection part 1
84a is the bracket 180a and the transverse element 18
3 and overlaps with them. Furthermore,
The cover portion 190 covers a part of the slider 186 at the link position. In addition, the nozzle rudder 204 is
At 6, pivotally attached to the nozzle 18, an extension flange 208 extends from the top of the nozzle rudder 204. One end of the spring 200 is attached to the flange 208,
The rudder 204 is pressed downward in the water. If the speed of the water, i.e. the dynamic pressure of the water, is high enough, the water causes rudder 204 to pivot
It rotates around 06. Preferably, the rudder 204 is
About 3500-5500 RPM under normal operating conditions
Is positioned so that the dynamic pressure corresponding to the motor speed is applied to the whole. Most preferably, the locking pin 188 disengages from the opening 194 when the dynamic pressure corresponds to a motor speed of about 4500 RPM under normal operating conditions.

The other end of the spring 200 is connected to the cover 190 via a flange 210. This cover 190
Is attached to the nozzle 18 by screws or similar attachment means 202. As the water flows at high speed through the nozzle 18, the water pushes the nozzle lever 204 backwards in the same direction as the water flow. Due to the effect of the flow of water through the nozzle 18, the nozzle lever 204 pivots about the point 206, pulling the slider 186 forward,
Thus, pin 188 engages slider opening 196. This prevents the link elements 66a, 66b from pivoting the rudders 816a, 816b outward into the water path and thus participates in the steering of the PWC 10.

The locking pin 188 is connected to a transverse link 183, and both ends of the transverse link are connected to link elements 184a and 184b, respectively. When the locking pin 188 is not engaged, the crossing link 183 allows the locking pin 188 to freely move back and forth to the side, and the rudder 816a, 81
The left and right rudder 81 is moved so as to move without operating the 6b.
6a, 816b and link elements 66a, 66b. To engage the rudders 816a, 816b, the stiffness of the spring 200 is such that the hydraulic pressure is 2500R under normal operating conditions.
The nozzle rudder 204 can be adjusted to move to its fully lowered position, corresponding to the speed of the motor reaching PM. When the nozzle rudder 204 is down, the slider 186 is in its rear position and the locking pin 188 engages the locking portion 194 of the slot opening 192.

The shape of the slot opening 192 is
a, 816b can be changed or adjusted to change the corresponding motor speed ranges (RPMs) engaged by the clutch mechanism. Preferably, the locking pin 188 has a corresponding motor speed between 3000 RPM and 4500 RPM.
Is engaged with the locking portion 194 of the opening 192. Locking pin 18 only at high motor speed and corresponding pressure
It is also conceivable that the shape of the slot opening 192 can be reversed so that 8 engages. Such a clutch mechanism may be used in systems other than off-power steering systems, such as a trimming system or any other suitable system known to those skilled in the art.

FIG. 17 shows the results of a field test performed on the PWC, which shows the effect of the flap / rudder or the flap /
This shows the effect when no rudder is provided, or the effect when either straight ahead or turning is performed during deceleration of the PWC. The tests were performed using the rudder features of FIGS. The vertical axis is speed, ie miles per hour, and PWC is 58
mph (93.342km / h) to 10m
The horizontal axis is the distance in feet required to decelerate to ph (16.093 km / h). Line A shows a case where the PWC goes straight without using the rudder. In this case, PWC
From a speed of 58 mph (93.342 km / h) to 10
mph (16.093 km / h)
Requires 00 feet (91.44 m). Line B is
If the PWC turns simultaneously with deceleration without using the rudder, P
WC from 58 mph (93.342 km / h) to 10 m
Approx. 27 to decelerate to ph (16.093 km / h)
Indicates that 0 feet (82.296 m) are required.

Line C illustrates the effect of starting the two rudders in the raised position, operating and lowering underwater, and turning the PWC at deceleration. In this case, the PWC is 58 mph
(93.342 km / h) to 10 mph (16.09
About 160 feet (4 km)
8.768m). FIG. 17 illustrates the great advantage of using a rudder according to the present invention to assist in decelerating the PWC.

FIGS. 18 to 24 show an eighth embodiment of the present invention. In the eighth embodiment, the PWC 10 is
It has another structure for connecting the 04 to the rudder. Figure 1
FIG. 8 is a plan view showing only one lateral half of the PWC 10, with the deck removed. Further, the rear of the tunnel 902 has been cut away, and the nozzles therein are shown schematically at 904. In FIG. 18, a U-shaped bracket 906, a generally vertically extending flexible member 908 made of Delrin (Delrin is a registered trademark), a hull piercing joint 909, housed in a rubber tube 912. Stainless steel rigid rod 910, X-shaped bracket 91
4. Fluid T connector 916 and a pair of rubber hoses 91
8, 920 are all shown. Each of these components can be considered part of an actuator.

[0093] The nozzle 904 may be steered in the same manner as described above or in any other suitable manner.
It is pivoted to direct a pressurized water stream. The U-shaped bracket includes a pair of vertically extending portions 924, 9
It has a laterally extending portion 922 with 26 at both ends. The center of the laterally extending portion 922 is pivotally mounted to the underside of the nozzle such that pivoting of the nozzle causes the U-shaped member 906 to shift generally laterally. Specifically, when the nozzle 904 is pivoted clockwise, the U-shaped member 9 is rotated.
06 shifts laterally to the port side of the PWC 10. Similarly, pivoting the nozzle 904 counterclockwise shifts the U-shaped member 906 laterally to the starboard side of the PWC 10. The U-shaped member is pivotally mounted to the underside of the nozzle 904 by a single bolt 928 inserted through a generally central bore in the laterally extending portion 922. Sleeve 9
30 is received around bolt 928 and abuts the underside of nozzle 904. U-shaped member 906 is provided with a sleeve 930 so that the vertical component of the force applied to U-shaped member 906 is not directly transmitted to nozzle 904.
Can slide vertically along the outside of the.

FIG. 19 shows a method of connecting the U-shaped member 906 to the flexible member 908 and a method of connecting the flexible member 908 to the rod 910. The same structure for interconnecting these elements is provided on the starboard side of the U-shaped member 906. Vertical portion 92 of U-shaped member 906
4 is provided with a through bore, and the lower end portion of the flexible member 908 is also provided with a through bore. Align these bores and thread 932 with threads in the aligned bores
Insert The bore of the flexible member 908 is counterbored and a wear-resistant washer is received in the bore adjacent the head of the bolt 932 to facilitate pivoting. The nut 934 is screwed into the bolt 932 and tightened. Thereby, the flexible member 908 is connected to the U-shaped member 90.
Attach to 6. Due to the pivoting, some relative movement between the U-shaped member 906 and the flexible member 908 is possible.

The flexible member 908 has a vertically extending portion 936 at its upper end. This portion 936 has a threaded bore (not shown). The sleeve 912 is inserted into the hole in the vertical wall of the tunnel 902.
The sleeve has a radially extending flange 942 inside the tunnel 902. The flange 942 has an annular sealing ridge (annular sealing ledge) 944. A joint 909 is inserted into the open end of the sleeve 912 from inside the tunnel and secured to the tunnel wall with a series of bolts 938. The joint 909 holds the flange 942 of the tube 912 against the tunnel wall such that the ridge (ridge) 944 provides a seal that substantially prevents water leakage from inside the tunnel into the main hull cavity. Fitting 9
09 has a through bore 940. A portion of the vertical portion 936 of the flexible member extends into the bore 940 from inside the tunnel. Rod 910 extends through tube 912 into bore 940 and is received in a bore formed in a vertical portion of flexible member 936. The end of the rod 910 is threaded so that the rod 910 is screwed into the vertical bore. Wrap a low friction tape such as a conventional masking tape around the thread of the rod,
Leave some rotational play between rod 910 and flexible member 908. This allows U during pivoting of nozzle 904.
As the U-shaped member 906 moves laterally, the rod is pushed / pulled within the sleeve 912 as the nozzle 904 and U-shaped member 906 move.

FIGS. 20 and 21 show an integrated piston / bracket unit 950 including a piston assembly 952 and a bracket 954. Bracket 95
4 has four mounting bores 956, a piston fluid port 955 extending from its inner surface, and a rod receiving portion 957 extending from its inner surface. Mounting bore 956
Are formed in the outer wall of the hull,
The bracket 914 has another set of four corresponding mounting bores; The X-bracket further has a central mounting bore, and the hull has a corresponding mounting bore that is central with respect to the other four bores. To connect the brackets 914 and 954 to the hull, the X-bracket 914 is placed on the inner surface of the hull with its mounting bore aligned with the hull bore and bolts are inserted into the X-bracket center bore and the hull center bore. Insert and first attach the bracket 914 with the other four bores in the hull aligned with the other four bores in the bracket. Bracket 954 (along with all units 950) is then placed on the outer surface of the hull with the mounting bores aligned with the four bores of the hull and the four bores of the X-bracket. Thereafter, four bolts 958 (see FIG. 18) are inserted into these aligned bores and brackets 914 and 954 are attached to the hull wall. In order to prevent water from leaking into the hull through the hull bore, a soft rubber sealing member 959 is attached to the bracket 9.
54 are provided on the inner surface. Two additional bores are provided in the hull wall for connecting rod 910 to rudder 960 and connecting hose 918 to piston assembly 952. These bores include a bore spaced rearward from the X-bracket 914 and a bore spaced downward from the X-bracket 914. Piston fluid port 955 extends into the hull through a bore below X-bracket 914 for connection to hose 918. X-bracket 9
A hull bore spaced rearward from 14 includes a unit 950
Rod receiving part 9 through which rod passes when mounting
57.

FIG. 22 shows the rudder 960. This rudder 960
Has a structure similar to that of the rudder discussed above,
Although not discussed in detail, a method of attaching the rudder to the piston / bracket unit 950 will be briefly described. Rudder 9
60 has a pair of tabs 962, 964 that extend laterally inward from its inner surface. These tabs 962, 964
Are provided with bores 966 and 968. The upper and lower walls are provided with pivot mounting bores 970, 972.
The lower bore 972 has an interlocking protrusion 974 extending inward from the bore. The upper wall is provided with a bore 976 whose inner end is open to the bore 970 and whose outer end extends in the lateral direction to the outside of the rudder 960. The connection method is discussed below in detailing the piston assembly 952 and its operation.

Referring to FIG. 21, piston assembly 952 includes a piston rod 978 that moves in a substantially vertical direction within piston cylinder 980. Piston head 982 is fixedly attached to piston rod 978. In particular, piston head 982 has a pair of diametrically opposed bores and rod 978 has a pair of diametrically opposed bores. Spring pin 98
4 are inserted into these bores, fixing the piston head 982 to the rod 978. A coil spring 986 is received between the upper end of the cylinder 980 and the piston head 982 to urge the piston head downward. The lower end of the cylinder 980 communicates with pressurized water in the venturi 904 by a piston fluid port 955 connected to a hose 918. The hose 918 receives pressurized water from the impeller in the tunnel via a hose connected to the T-connector 916 and its venturi. Thus, when the water is pressurized by the impeller, the water flowing into the cylinder 980 pushes the piston head 982 upward against the spring 986. As discussed below, the rudder 960 is pivoted to the piston rod 978 so that the rudder is raised to its inactive position. A hole (not shown) is provided in the cylinder 98 to allow water and / or debris entering the portion of the cylinder 980 above the piston head 982 to be released from the cylinder 980 during upward movement of the piston head.
0 is provided at the upper end.

A lower end of the cylinder 980 is provided with a threaded opening, which is sealed by a threaded plug. Piston rod 978
To reduce wear on the plug 988 due to the vertical movement of the hard plastic wear resistant insert 99.
0 is mounted in the opening of the plug. Rod 9
A pair of split sealing rings 992, 994 are mounted within the wear-resistant insert 990 to provide a seal to 78. These sealing rings 99
No. 2,994 is made of hard plastic in order to prevent abrasion or sticking to the piston rod 978 which occurs when soft rubber is used.

The piston head 982 has an annular groove for receiving a pair of split sealing rings 996,998. These sealing rings 996, 998 form a seal between the piston cylinder inner surface and the piston head 982. On one side of the piston head groove, there is provided a protrusion 1000 that extends downward into a vertical split in the upper sealing ring 996. This protrusion 10
00 prevents the upper sealing ring 996 from rotating. A similar protrusion (not shown) is provided on the other side of the piston head groove, and the lower sealing ring 99
8 extend upwardly into the vertical split grooves, thereby preventing the lower ring 998 from rotating. These protrusions prevent the splits in the rings 996, 998 from being aligned. This works to provide good sealing. Similar protrusions may be provided on the wear resistant insert to prevent the splits in the rings 992, 994 from being aligned vertically.

The inside of the cylinder 980 is tapered, the bottom is wide and the top is narrow. As a result, the seal between the piston head 982 and the inner surface of the piston is relatively tight to prevent pressure relief. However, when the head 982 moves downward, a gap is formed between the piston head 982 and the inner surface of the piston. This gap allows water under the piston head 982 to flow upward through the gap into the piston area above the piston head 982, thereby reducing the resistance of the piston head 982 to lowering. This can speed up the downward movement of the rudder 960 connected to the piston rod 978 to its operating position.

Referring to FIGS. 21 and 22 together, a through bore 1004 is formed at the upper end of the piston rod 978. The upper end of the piston rod 978
Is received in the upper pivot bore 970. A threaded rod (not shown) is threaded into hole 976 and inserted into bore 1004 to lock the upper end of piston rod 978 to rudder 960. Piston rod 978
The lower end is provided with a notch to receive the protrusion 974 inward when the piston rod is received in the bore 972. With these two connections, the piston rod 978 and the rudder 960 are rotationally and axially locked together and thus the piston rod 9
78 and rudder 960 can be pivotally and vertically moved together.

Referring together to FIGS. 22 and 23, the bolt 1006 is connected to the bores 966, 96 of the tabs 962, 964.
8 is inserted. The connector 1008 positioned between the two tabs 962, 964 has a bore for receiving a bolt 1006. Sleeve 912 has a radially extending flange 1010 positioned outside the hull wall. The flange 1010 has an annular sealing element 1012 that engages the outside of the hull wall to prevent water from entering the hull. Sleeve 9
12 extends inside the tunnel, where the presence of water is allowed. A rod 910 projects from tube 912 and engages with a bore in connector 1008. This forms a mechanical connection between the rod 910 and the rudder 960, such that moving the rod 910 causes the rudder to pivot inward and outward about the piston rod 978. As a result, the lateral movement of the U-shaped member 906 causes the flexible member 908, the rod 910, and the connector 1 to move.
The corresponding pivoting of the rudder 960 through 008 can be affected.

The system provided on the starboard side of the PWC
This is the same as the system described in the ninth embodiment. Thus, lateral movement of the U-shaped member 906 can affect the corresponding pivoting of the rudder 960 through the flexible member 908, rod 910, and connector 1008.

FIG. 24 shows a cross section of the T-connector 916. The T-connector 916 is designed to function without backup as a valve that allows water flowing back from the piston 950 to flow into the tunnel 902. The connector 916 includes a cylinder 1020,
Piston head 102 slidably mounted therein
4, a tubular piston rod 1022 integrally provided with
It includes a spring 1026 for pressing the piston head upward, and a plug 1028 for closing the bottom opening of the cylinder 1020. The piston rod 1022 is connected to the through fluid passage 102.
9

At the lower end of the piston rod 1022, a connector 1030 attached to the flexible hose 1032 is provided. The hose is connected to the venturi so that pressurized water can flow upwardly from within the venturi through passageway 1029 and into the upper region of cylinder 1020. Thereby, the piston rod 1022 and the head 1
024 is pressed downward beyond the connecting members 1034 and 1036, so that pressurized water from the venturi flows into these connecting members 1034 and 1036. Water is then transmitted by hoses 918, 920 to respective piston assemblies 952, maintaining respective rudder 960 of these assemblies in the inoperative position. Hose 103
2 flexes to absorb this downward movement. When the water pressure in the Venturi decreases, the spring 1026 moves the piston head 1
024 and the rod 1022 are pressed upward. As the piston head 1024 passes over the connectors 1034, 1036, water in the hose 918 flows back into the piston area below the piston head 1024 and exits through a port 1040 formed in the cylinder 1020. This causes the piston assembly 952 to respond to this by turning the respective rudder 9.
Push 60 into their active position. It should be understood that a standard T-connector may be used.

The T-connector is connected to the lower side of the tunnel wall by bolts 1042 inserted through flange 1044. As can be seen from FIGS. 18 and 23, the rudder 960 is received in a recess 1100 formed in the aft end of the hull. The recess extends inwardly from the outer port and starboard surfaces of the hull and opens rearward to the stern and the bottom of the hull. Rudder 960 is received substantially entirely within recess 1100 and does not extend substantially outwardly to the port or starboard side of the hull. This arrangement allows for rudder 960 during berthing or in any other situation where the boat is maneuvering such that the port or starboard side of the boat approaches the object.
Not to be damaged.

From the above description, it should be understood by those skilled in the art that a kit for retrofitting a watercraft with an off-power steering system can be formed. The kit includes at least a link member, a rudder, and a bracket for attaching the rudder to the hull. The rudder may be any of the types described above, as well as any other known type of rudder. Such kits require some machining to allow the link members to be attached to standard nozzles on the ship to be refurbished. Preferably, the kit includes a nozzle adapted for mounting the link element. Further, the kit may include the clutch mechanism shown in FIG. The link member may be non-nesting, in which case the flexible member and the U-shaped member shown in FIG. 18 can be added to the kit. If the off-power steering system kit is of a type that allows the rudder to move vertically out of the water, the kit must include a spring. A piston and water line can also be included in such a kit.

Although the above description includes many specific examples of the present invention, these examples are not to be construed as limiting the scope of the invention, but rather the present preferred embodiments of the invention. It should be construed as providing only examples of some of the above.

Further, the present invention is not limited to PWC. For example, the vertical steering systems disclosed herein are also useful with small boats or floatation devices other than those defined as personal watercraft. The propulsion unit of such a boat may not necessarily be a jet propulsion system, but may be a normal propulsion system. In such a case, instead of the water line between the nozzle and the flap or rudder, a line that actually controls the rudder without using pressurized water can be used. For example,
The line can provide an electrical signal to an electrically operated piston or solenoid. Furthermore, the rudder need not necessarily include a steering device or a coupling device to the nozzle. Instead, the rudder can be actuated by an actuator separate from the steering device. For example, a small joystick can be used to deploy the rudder to determine the steering direction. Thus, the scope of the invention should be determined not by the examples given above, but by the appended claims and their legal equivalents.

[Brief description of the drawings]

FIG. 1 is a partial cross-sectional plan view of a first embodiment of the present invention with a flap in a non-operative position.

FIG. 2 is a partial cross-sectional plan view of the first embodiment of the present invention in which the starboard flap is in an operable position.

FIG. 3 is a perspective view of a starboard flap in an operable position.

FIG. 4 is a schematic plan view of a second embodiment of the present invention.

FIG. 5 is a partial sectional view of a third embodiment of the present invention as viewed from the rear side.

FIG. 6 is a partial sectional side view of a third embodiment of the present invention.

FIG. 7 is a partial sectional plan view of a starboard rudder according to a third embodiment of the present invention.

FIG. 8 is a partial sectional view of a fourth embodiment of the present invention as viewed from the rear side.

FIG. 9 is a partial sectional side view of a fourth embodiment of the present invention.

FIG. 10 is a partial sectional view of a fifth embodiment of the present invention as viewed from the rear side.

FIG. 11 is a schematic plan view, partly in section, of a sixth embodiment of the present invention.

FIG. 12 is a partial sectional view of a sixth embodiment of the present invention as viewed from the rear side.

FIG. 13 is a partial cross-sectional view of another aspect of the sixth embodiment of the present invention having a rudder of a modified example as viewed from the rear side.

14a to 14c are various partial perspective views of a rudder according to a sixth embodiment of the present invention.

FIGS. 15A to 15C are plan views showing a seventh embodiment of the present invention.

FIG. 16 is a partial side view showing a seventh embodiment of the present invention.

FIG. 17 shows a PW operating with and without flaps.
9 is a chart comparing various distances required for stopping and turning of C.

FIG. 18 is a plan view of a port half of a PWC with a deck removed and a portion of a tunnel cut away, showing an eighth embodiment of the present invention.

FIG. 19 is a partial sectional view taken along line 19-19 in FIG. 18;

FIG. 20 is an elevation view of a piston / bracket unit used in the eighth embodiment of the present invention.

FIG. 21 is a sectional view taken along line AA of FIG. 20;

FIG. 22 is a perspective view of a rudder used in the eighth embodiment of the present invention.

FIG. 23 is a partial sectional view showing an interconnection between a rudder and a rod through an opening of a hull in an eighth embodiment.

FIG. 24 is a sectional view of a T-connector used in an eighth embodiment of the present invention.

FIG. 25 is a schematic diagram showing a prior art system using gear operated flaps.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 10 PWC 18 Nozzle 20 Nested link element 24 Pivoting element 30a Connecting element 32 Venturi 34 Jet propulsion system 38 Hull 40a, 40b Flap system 42a, 42b Ball joint rod 43a, 43b Double-ended ball joint 44a, 44b Ear 46a , 46b Connector 48a, 48b Connecting body 50b Hinge connecting part 52a, 52b Nut and bolt 56b Hinge connecting element 62b Front flange 216a, 216b Flap

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) B63H 25/10 B63H 25/10 25/12 25/12 25/46 25/46 (72) Inventor Renard Plante Quebec, Canada Jay 1N3E 7, Rock Forest, Frederick Street 1027

Claims (141)

[Claims] A hull having a port side and a starboard side; a propulsion system for generating a pressurized water flow through a nozzle; positioned on either the port side or the starboard side;
At least one rudder separated from the port side or the starboard side by a predetermined distance, a steering device operatively connected to the nozzle, wherein turning the steering device turns the nozzle,
And a watercraft comprising an actuator operatively connected to the at least one rudder. 2. The watercraft according to claim 1, wherein the actuator is operatively connected to the steering device such that the at least one rudder can be operated from the steering device. 3. The watercraft of claim 2, wherein the at least one rudder selectively moves between an active position and a non-active position. 4. The marine craft of claim 3, wherein the at least one rudder has a forward edge and a rearward edge, and pivots to an operative position about a point behind the forward edge.
Boat. 5. The boat according to claim 2, wherein the at least one rudder has an inner surface and an outer surface, wherein when the at least one rudder is positioned underwater, the water is the inner surface and the outer surface. A boat that flows over both. 6. The boat according to claim 2, wherein the steering device includes a steerable handlebar, and the actuator is configured to operate the at least one rudder when turning the handlebar. A hull operatively connected to a boat; 7. The hull of claim 2, wherein the at least one rudder is positioned at the stern of the hull. 8. The marine craft according to claim 2, further comprising a sponson projecting from each side of the hull, wherein the at least one rudder is disposed on a rear side of the sponson. . 9. The watercraft according to claim 2, wherein the hull forms a recess, and the at least one rudder is located in the recess. 10. The watercraft according to claim 2, wherein said at least one rudder has a front edge and a rear edge, and is connected to said hull at a pivot point, wherein said pivot point is A boat, spaced rearward from the front edge. 11. The watercraft according to claim 10, wherein the at least one rudder selectively pivots inward and outward about the pivot point. 12. The watercraft according to claim 11, wherein the at least one rudder is movable in a substantially vertical direction. 13. The watercraft of claim 2, wherein the actuator is a link element operatively connecting the at least one rudder to the nozzle. 14. The watercraft according to claim 13, wherein the link elements are non-nested. 15. The watercraft according to claim 14, further comprising a flexible member between the link element and the nozzle. 16. The watercraft according to claim 13, wherein the link element extends inside the hull.
Boat. 17. The hull of claim 16, further comprising a tube disposed inside the hull, wherein the tube surrounds the link element to prevent water from entering the hull. Boat. 18. The watercraft according to claim 13, wherein the link element is positioned behind the hull. 19. The watercraft according to claim 2, wherein said at least one rudder includes first and second rudders. 20. The hull of claim 19, wherein the first and second rudders are angled inward toward the hull such that drag is greater when the rudders are underwater. No, boat. 21. The boat according to claim 2, wherein the actuator is a first link element operatively connecting the first rudder to the nozzle, and the second link rudder is operatively connected to the nozzle. A marine vessel including a second link element that performs 22. The boat according to claim 21, further comprising a U-shaped member connected to said nozzle.
A watercraft, wherein the V-shaped member has a first arm and a second arm, wherein the first link element is connected to the first arm, and the second link element is connected to the second arm. 23. The boat according to claim 22, further comprising a first flexible member and a second flexible member, wherein the first flexible member and the second flexible member are provided.
A flexible member is connected between the first link element and the first arm, and the second flexible member is
A watercraft connected between the second link element and the second arm; 24. The boat according to claim 21, wherein the actuator varies the turning angles of the first and second rudders. 25. The hull of claim 12, wherein the actuator is connected between the at least one rudder and the hull for moving the at least one rudder substantially vertically. A marine vessel further comprising a piston that has been made. 26. The watercraft according to claim 25, wherein the piston is mounted in a cylinder supported on a bracket, and the bracket is mounted on the hull. 27. The watercraft according to claim 26, wherein the cylinder is integrally formed with the bracket so as to be one piece. 28. The watercraft according to claim 25, wherein at least one rudder is moved substantially vertically by adjusting a fluid pressure in the piston by an actuator. 29. The marine craft of claim 28, wherein the actuator further comprises a water line coupled between the propulsion system and the piston for transmitting hydraulic pressure from the propulsion system to the piston. A watercraft, wherein the propulsion system includes a venturi, wherein water pressure in the venturi causes pressurized water to flow in the water line to move the at least one rudder substantially vertically. 30. The watercraft according to claim 29, further comprising a spring operatively connected to the rudder to press the at least one rudder downward, wherein the pressurized water acting on the piston is the spring. A boat that compresses and moves the rudder upward. 31. The boat according to claim 29, wherein the at least one rudder includes a port rudder provided on the port side of the hull and a starboard rudder provided on the starboard side of the hull. The piston is a port piston connected between the port rudder and the hull, and the actuator is configured to move the starboard rudder and the hull to move the starboard rudder substantially vertically. Further comprising a starboard piston connected between the actuator, wherein the actuator comprises a T connected to the venturi.
Further comprising a connector, wherein the water line is a port water line connected between the port piston and the T-connector, and the actuator is connected between the starboard piston and the T-connector. A boat further including a starboard water line. 32. The watercraft according to claim 31, wherein between the open position and the closed position according to the water pressure in the venturi, for controlling the flow of water flowing into the piston through the water line. A watercraft further comprising a check valve movable in the boat. 33. The boat according to claim 32, wherein the piston is formed such that the rudder is raised to a lifting position by water flowing from the venturi to the piston via the water line. A watercraft, wherein the check valve is movable from the closed position to the open position in response to a water pressure in the venturi exceeding a predetermined threshold. 34. The watercraft according to claim 12, further comprising a spring operatively connected to the at least one rudder to bias the rudder to a lower position. 35. The watercraft according to claim 12, further comprising a spring operatively connected to the at least one rudder to push the rudder to an upper position. 36. The watercraft according to claim 2, wherein the predetermined distance at which the at least one rudder is spaced from the hull is about 12.7 mm to 50.8 mm (about 0.5 mm).
Inches to 2 inches). 37. The watercraft according to claim 31, wherein said predetermined distance is about 38.1 mm (about 1.5 inches). 38. The watercraft according to claim 2, wherein said at least one rudder has at least one fin. 39. The marine craft of claim 38, wherein the at least one rudder defines a plurality of openings through which water can flow through the at least one rudder, wherein the at least one opening comprises the at least one rudder. Ships separated from each other by a single fin. 40. The watercraft according to claim 38, wherein the at least one fin is angled to press downward on the at least one rudder as water flows across the fin. Boat. 41. The watercraft according to claim 40, wherein the at least one fin is angled at 5 ° to 25 ° from a horizontal direction. 42. The watercraft of claim 41, wherein the at least one fin is angled at 15 ° from horizontal. 43. The watercraft of claim 38, wherein the at least one rudder has a forward edge with a raised nose, the raised nose having the at least one rudder in an inoperative position. A watercraft that diverts water flowing over the rudder such that water does not engage the at least one fin in some cases. 44. The watercraft of claim 2, wherein the at least one rudder has an airfoil-shaped horizontal cross section. 45. The watercraft of claim 2, wherein the at least one rudder has a front edge and a rear edge,
A watercraft, bent into at least two segments between the front edge and the rear edge. 46. The watercraft according to claim 12, wherein said at least one rudder has an upwardly curved lower leading edge. 47. The boat according to claim 12, wherein the lower trailing edge of the at least one rudder is curved upward,
A watercraft that accelerates the flow of water on the at least one rudder and forms a low pressure region that assists in moving the at least one rudder downward. 48. The watercraft according to claim 12, further comprising a mini-flap connected to said at least one rudder, said mini-flap being adapted to move said at least one rudder as water flows therethrough. To press down
A watercraft capable of selectively rotating up to a predetermined angle with respect to an inner surface and an outer surface of the at least one rudder. 49. The marine craft of claim 2, further comprising a motor coupled to the propulsion system and a clutch attached to the propulsion system, wherein a portion of the clutch flows through the propulsion system. A boat that comes in contact with water. 50. The watercraft according to claim 49, wherein the clutch is activated by a predetermined water pressure in the propulsion system. 51. The watercraft according to claim 50, wherein the clutch is provided when a water pressure is equal to or lower than the predetermined water pressure.
A watercraft, wherein the at least one rudder is operatively connected to the nozzle. 52. The watercraft of claim 51, wherein the predetermined water pressure is less than a water pressure corresponding to a motor speed of about 2500 RPM. 53. The watercraft according to claim 52, wherein the predetermined water pressure is a water pressure corresponding to a motor speed of about 3500 RPM or a water pressure corresponding to a motor speed of about 5500 RPM. 54. The watercraft of claim 53, wherein the predetermined water pressure is a water pressure corresponding to a motor speed of about 4500 RPM. 55. A watercraft, comprising: a hull having a port side and a starboard side; a propulsion system for generating a pressurized water flow through a nozzle; a steering device operatively connected to the nozzle; A steering device, wherein the nozzle turns,
And at least one flap connected to either the port side or the starboard side for pivoting about first and second non-parallel pivots, wherein (a) the flap is centered about the first pivot. The flap pivots outward from the hull by pivoting the flap to control the steering of the boat, and (b) pivoting the flap about the second pivot axis A flap configured to move up and down to change the depth at which the flap is positioned in water, wherein the at least one flap is configured to operate by actuation of the steering device. A watercraft, operatively connected to the steering device such that a flap can be moved about the first and second pivots. 56. The watercraft of claim 55, wherein the first axis is substantially horizontal and the second axis is substantially vertical. 57. The watercraft of claim 56, wherein the at least one flap is operatively connected to a nozzle. 58. The watercraft according to claim 57, further comprising a telescopic link member connecting said at least one flap to said nozzle. 59. The watercraft according to claim 58, wherein turning the steering device causes the at least one flap to pivot about the first axis in a stream of water to turn the watercraft. 60. The watercraft according to claim 58, further comprising a ball joint rod connecting the flap to the hull. 61. The marine craft of claim 56, wherein the at least one flap has a hinge. 62. The watercraft according to claim 61, wherein the hinge constitutes the second pivot. 63. The watercraft of claim 56, wherein the at least one flap includes first and second flaps. 64. The boat according to claim 63, wherein the steering device is turned to move only one of the first and second flaps to an operating position. 65. A rudder, comprising: a main body having a front edge, a rear edge, a first side, and a second side, the pivot being formed so that the rudder can be pivotally attached to a boat. A rudder comprising: a main body further comprising a structure; and at least one fin projecting outwardly from at least one of the first and second sides. 66. The rudder of claim 65, wherein the rudder has a plurality of through openings formed therein, the openings being separated from each other by the at least one fin. 67. The rudder of claim 65, wherein the at least one fin is lower and forward from the main body when the pivot structure is pivotally attached to the boat. A rudder that is oriented to extend at a predetermined angle to the rudder. 68. The rudder of claim 67, wherein the angle is between 5 and 25 degrees from horizontal. 69. The rudder according to claim 68, wherein the angle is 15 ° from a horizontal direction. 70. The rudder according to claim 65, wherein the main body has a raised nose at a front edge, wherein the raised nose is oriented when the main body is oriented in the direction of the water flow. A rudder configured to direct water flowing on the rudder in a direction away from at least one fin. 71. The rudder according to claim 65, wherein the main body has an airfoil-like horizontal cross section.
Rudder. 72. The rudder of claim 65, wherein the main body is bent into at least two segments between a front edge and a rear edge. 73. The rudder of claim 65, wherein the main body further includes an upwardly curved lower leading edge. 74. The rudder of claim 65, further comprising an upwardly curved lower trailing edge. 75. The rudder of claim 65, wherein the pivot structure is spaced behind the front edge.
Rudder. 76. A rudder, comprising: a main body having a front edge, a rear edge, a first side, and a second side, wherein the rudder is configured to pivotally connect the rudder to a boat. A rudder comprising: a main body further having a mounting structure; and a mini-flap rotatably mounted on the main body, the mini-flap being capable of adjusting an angle of the mini-flap with respect to the main body. 77. The rudder of claim 76, wherein the axis of rotation of the mini-flap extends at an angle that is not perpendicular to the pivot defined by the pivot mounting structure. 78. The rudder of claim 77, wherein the axis of rotation is about 5 ° to 2 ° from vertical with respect to the pivot.
The rudder at an angle of 5 °. 79. The rudder of claim 78, wherein the axis of rotation is at an angle of 15 ° from the vertical with respect to the pivot. 80. The rudder of claim 76, wherein the main body has a lower leading edge that curves upward. 81. The rudder of claim 76, wherein the main body has a lower trailing edge, the lower trailing edge being upwardly curved. 82. The rudder of claim 76, wherein the pivot mounting structure is spaced behind the front edge. 83. A boat control method, comprising: a step of operating an actuator; and at least one rudder positioned at a predetermined distance from a port side or a starboard side of a hull of the boat in response to the operation of the actuator. Changing the direction of the water to flow on both sides of the at least one rudder to affect the steering of the boat.
Method. 84. The method according to claim 83, wherein the actuator is operatively connected to a steering device of the watercraft such that operation of the actuator is affected via the steering device. . 85. The method according to claim 84, wherein a nozzle is operatively connected to the steering device, the operation of the steering device causing the nozzle to turn and the nozzle to turn the at least one rudder. How to turn around. 86. The method according to claim 83, wherein the at least one rudder is a first rudder provided on the starboard side of the hull and a second rudder provided on the port side of the hull. Including, methods. 87. The method according to claim 86, wherein the first and second rudders are angled inward toward the hull so that drag increases when the rudders are underwater. No, no way. 88. The method of claim 87, wherein the actuator is responsive to orient the first rudder inward and the second rudder outward. 89. The method of claim 83, further comprising lowering the rudder into water. 90. The method of claim 89, wherein the rudder has at least one fin, wherein the fins are angled such that water flowing over the fin lowers the rudder. 91. The method of claim 89, further comprising rotating the rudder mini-flap such that water flowing relative to the mini-flap lowers the rudder when turning the rudder. ,Method. 92. The method of claim 89, further comprising lifting the rudder out of the water. 93. The method according to claim 92, wherein water pressure from a propulsion system raises the rudder. 94. The method according to claim 93, further comprising a spring pressing the rudder downward. 95. The method according to claim 83, wherein the rudder is lowered from a raised position to a submerged lowered position in response to a decrease in water pressure of the watercraft propulsion system below a predetermined level; and The method further comprising raising the rudder from the lowered position to the raised position out of the water in response to the water pressure of the boat's propulsion system being above a predetermined level. 96. The method of claim 83, wherein the actuator operatively connects the at least one rudder to the steering device such that the steering can be turned by turning the steering device. The clutch further comprising: engaging the clutch to operatively couple the at least one rudder to the steering device. 97. The method according to claim 96, wherein the clutch engages in response to a water pressure of the watercraft propulsion system being below a predetermined level. 98. The method of claim 97, wherein the clutch is disengaged and the at least one rudder is disengaged from the steering device when the hydraulic pressure of the propulsion system is above a predetermined level. The method further comprising: 99. The method of claim 98, wherein said predetermined level is a hydraulic pressure corresponding to a motor speed of about 2500 RPM. 100. The method of claim 98, wherein
The predetermined level is 3500 RPM to 5500 RPM
The motor speed and the corresponding hydraulic pressure. 101. The method of claim 100, wherein the predetermined level is a hydraulic pressure corresponding to a motor speed of about 4500 RPM. 102. A propulsion system for generating pressurized water flow through a nozzle, and for retrofitting a watercraft having a steering device operatively connected to the nozzle such that turning the steering device changes the orientation of the nozzle. A kit configured to be attached to a rudder, a port side or a starboard side of a hull, and configured to support the rudder in a relationship spaced apart from the port side or the starboard side of the hull, respectively; A kit comprising: a bracket provided and an actuator formed and configured to operatively connect the rudder to the steering device such that the rudder can be operated from the steering device. 103. The kit of claim 102, wherein the actuator is a link member configured to be connected between the nozzle and the rudder. 104. The kit of claim 103, further comprising a tube disposed around the link member. 105. The kit of claim 103, further comprising a clutch configured to selectively couple the nozzle to the rudder. 106. The kit of claim 102, wherein the rudder is pivotally attached to the bracket. 107. The kit of claim 102, wherein the rudder is pivotally attached to the bracket in a spaced relationship from a forward edge of the rudder. 108. The kit of claim 102, wherein a mini flap is rotatably mounted on the rudder to adjust the angle of the mini flap. 109. The kit of claim 102, wherein the rudder includes at least one fin protruding outward from the rudder. 110. The kit of claim 102, wherein the actuator further comprises a piston coupled to at least one rudder, wherein the piston is configured and configured to raise and lower the rudder. Yes,
kit. 111. The kit of claim 110, wherein the piston is mounted with a cylinder supported by the bracket. 112. The kit of claim 111, wherein the cylinder is integrally formed with the bracket so as to be one piece. 113. The kit of claim 110, wherein the actuator further comprises a water line adapted to couple between the piston and a venturi of the marine propulsion system, wherein the water pressure in the venturi is reduced. A kit that can be flown through the water line to raise or lower the piston. 114. The kit of claim 113, wherein the rudder and the bracket are a port rudder and a port bracket, respectively, wherein the hull further comprises a starboard rudder and a starboard bracket, A port piston adapted to be connected between a port rudder and a port side of the hull, wherein the actuator is configured to move the starboard rudder in a substantially vertical direction with the starboard rudder and the ship. Further comprising a starboard piston adapted to be coupled to a starboard side of the shell, wherein the actuator further comprises a T-connector adapted to be coupled to the venturi; A port water line adapted to be connected between a port piston and the T-connector, wherein the actuator is connected between the starboard piston and the T-connector; Further comprising, kit starboard water line adapted to be. 115. The kit of claim 114, wherein the T-connector has an open position in response to water pressure in the venturi to control the flow of water flowing into the piston through the water line. A kit comprising a check valve movable to and from a closed position. 116. The kit according to claim 115, wherein the piston is configured such that water flowing from the venturi to the piston via the water line lifts the rudder to a raised position, and wherein the check valve Is a kit that is movable from said closed position to said open position in response to a water pressure in said venturi exceeding a predetermined threshold. 117. The kit of claim 102, wherein the actuator further comprises a U-shaped member configured to be operatively connected between the nozzle and the rudder. 118. The kit of claim 102, wherein the actuator further comprises a spring for biasing the at least one rudder downward. 119. The kit according to claim 118, wherein the actuator further comprises a piston, the piston being connected to the rudder such that the piston can be lifted against the pressing force of the spring. ing,
kit. 120. The kit of claim 119, wherein the actuator is configured to connect the piston with the venturi of the marine propulsion system such that water pressure in the venturi can flow through the water line to lift the piston. A kit further comprising a water line adapted to connect between. 121. The kit of claim 102, wherein the actuator is flexible and can be connected between the nozzle and the at least one rudder such that an impact force applied to the rudder is not transmitted to the nozzle. A kit further comprising a member. 122. A kit for retrofitting a watercraft having a propulsion system and a steering device for generating a pressurized water flow, comprising: a nozzle formed and configured to be positioned adjacent to the propulsion system; A nozzle is operatively connected to the steering device to guide the pressurized water flow, such that turning the steering device changes the orientation of the nozzle. The kit also includes a rudder, A bracket configured to be attached to the port side or starboard side of the hull, and configured to support the rudder in a spaced relationship from the port side or starboard side of the hull, respectively; A link formed and configured to operatively connect the rudder to the nozzle such that the rudder can be moved by changing the orientation of the nozzle with the steering device. And a instrument, kit. 123. The kit of claim 122, further comprising a tube arranged around the link member. 124. The kit of claim 122, further comprising a clutch configured to selectively couple the nozzle to the rudder. 125. The kit of claim 124, wherein the rudder is pivotally mounted to the bracket at a location spaced from a forward edge of the rudder.
kit. 126. The kit of claim 122, wherein a mini-flap is rotatably mounted on the rudder to adjust the angle of the mini-flap. 127. The kit of claim 122, wherein the rudder includes at least one fin protruding outward from the rudder. 128. The kit of claim 122, wherein the actuator further comprises a piston coupled to the rudder, wherein the piston is formed and configured to raise and lower the rudder. 129. The kit of claim 128, wherein the piston is mounted with a cylinder supported on the bracket. 130. The kit of claim 129, wherein the cylinder is integrally formed with the bracket so as to be one piece. 131. The kit according to claim 128, wherein the actuator further comprises a water line connectable between the piston and a venturi of the marine propulsion system, wherein water pressure in the venturi is applied to the water line. A kit capable of flowing to raise or lower the piston. 132. The kit according to claim 131, wherein the rudder and the bracket are a port rudder and a port bracket, respectively, wherein the boat further includes a starboard rudder and a starboard bracket, A port piston adapted to be connected between a port rudder and a port side of the hull, wherein the actuator is configured to move the starboard rudder in a substantially vertical direction with the starboard rudder and the ship. Further comprising a starboard piston adapted to be connected to the starboard side of the shell; wherein the actuator further comprises a T-connector adapted to be connected to the venturi; A port water line adapted to be connected between a piston and the T-connector, wherein the actuator is connected between the starboard piston and the T-connector; Further comprising, kit starboard water line became so that. 133. The kit according to claim 132, wherein the T-connector controls an open position according to water pressure in the venturi to control the flow of water flowing into the piston through the water line. A kit comprising a check valve movable to and from a closed position. 134. The kit according to claim 133, wherein the piston is formed such that water flowing from the venturi to the piston through the water line lifts the rudder to a raised position, and wherein the check valve Is a kit that is movable from said closed position to said open position as the water pressure in said venturi exceeds a predetermined threshold. 135. The kit according to claim 131, wherein the actuator further comprises a U-shaped member configured to be operatively connected between the nozzle and the rudder. 136. The kit of claim 122, wherein the actuator further comprises a spring for biasing the at least one rudder downward. 137. The kit according to claim 136, wherein the actuator further comprises a piston, the piston being connected to the rudder to lift the piston against the pressure of the spring. kit. 138. The kit of claim 137, wherein the actuator is configured to move the piston and the venturi of the marine propulsion system so that water pressure in the venturi can flow through the water line to lift the piston. A kit further comprising a water line adapted to connect between. 139. The kit of claim 122, wherein the actuator is flexible and can be connected between the nozzle and the at least one rudder such that an impact force applied to the rudder is not transmitted to the nozzle. A kit further comprising a member. 140. A ship hull, comprising: a port side and a starboard side; a stern adapted to receive a propulsion system for generating a pressurized water flow through a nozzle; and a stern close to the starboard end of the hull on the starboard side. A starboard rudder receiving recess formed to receive a starboard rudder therein; and a port rudder provided in the port side of the hull and adjacent to the port side thereof. The hull, including the port rudder receiving recess formed on the hull. 141. A hull having a port side and a starboard side, a propulsion system for generating pressurized water flow through a nozzle, and a steering device operatively connected to the nozzle, wherein turning the steering device An off-power steering system for a marine vessel, comprising: a steering device for turning a nozzle, wherein the nozzle is positioned on either the port side or the starboard side,
An off-power steering system including at least one rudder spaced a predetermined distance from each of the port side or the starboard side, and an actuator operatively connected to the at least one rudder.