KR20070073603A - Outboard jet drive marine propulsion system and control lever therefor - Google Patents

Abstract

A jet pump for an outboard propulsion marine engine includes a support member and at least one impeller blade extending helically from said support member. At least one induction blade extends helically from said support member. A stator having a volume reduction member is disposed downstream of the blades. The jet pump is supported in a housing having a stepped profile to reduce drag. A single lever controls both the speed and direction of the jet stream exiting the stator.

Description

OUTBOARD JET DRIVE MARINE PROPULSION SYSTEM AND CONTROL LEVER THEREFOR}

The present invention prioritizes US Provisional Application No. 60 / 574,019, filed May 25, 2004, and US Provisional Application No. 60 / 563,652, filed February 16, 2005, which are incorporated herein by reference.

The present invention relates to an outboard jet drive marine propulsion system. The present invention relates to an outboard jet drive for a boat, and more particularly to an outboard jet drive having an engine and a jet drive mounted in a housing removably attached to the boat hull.

There have been some proposed forms of outboard jet drives for use in the ocean, but most are similar to outboard motors in that outboard motor propellers and lower units replace jet drives. The jet drive includes a jet pump in a lower unit that is operated to provide propulsion at sea. There are many advantages to employing a jet pump for propulsion units as opposed to propellers. Jet drives allow operation at lower depths, and also hide propellers and reduce the risk of injury. There have been various proposed structures of outboard jet drives for positioning the jet pumps in different positions, such as the hull transom and the bottom of the hull, rather than within a typical jet drive. Engines and jet drives have a hull at the opening in the bottom of the hull. It is located directly in the trap, catching the water passing under the hull and using a jet pump to propel the water out of the rear of the hull to propel the boat. The outboard jet drive unit is similar to a typical outboard motor with a motor that drives the drive unit, which drives the jet drive unit.

Generally, an engine package includes an internal combustion engine mounted in a thin fiber glass hull. The base plate of the hull includes a water inlet scoop for supplying water to the pump and a discharge port for discharging water. The high pressure water outlet pump propels the hull by the repulsive force from the high speed waterjet towards the solids direction on the water surface. In US Pat. No. 3,055,175 to F.C. Clack, a marine propulsion unit took a conventional outboard motor and replaced the propeller unit with a marine jet motor using a pump to allow the waterjet to propel the boat. Parker's 5,356,391 provided an inboard jet propulsion unit for a boat, where the internal combustion jet power unit is casing in a waterproof housing, located in the hull and mounted to be removed from the hull.

A well-fitted waterjet allows diesel engines to be more than 50 mph on any boat with reliability, fuel economy and performance under near ideal operating conditions; But this has only been demonstrated on large ships. This has been demonstrated to use diesel jet propulsion as the number of large vessels increases, with little jet being seen on smaller vessels. The weight of diesel engines, gear boxes and jets connected by conventional inline installations has made it more difficult to fit waterjets with diesel engines on small boats.

Many shortcomings of the prior art have been overcome by Applicant's U.S. Patent No. 6,398,600, where the outboard jet propulsion unit is detachably mounted to the boat such that the main fuel tank and the control are mounted within the hull of the boat but the outboard jet drive unit is It is mounted away from the boat in the housing with the engine and removably attached to the solids of the boat. The fuel tank and the control are connected between the hull and the outboard drive through a quick disconnect tie. The housing is formed to support the engine on the platform directly beyond the jet drive unit to operate the jet drive unit via a clutch mechanism having a jet drive and an engine located parallel to each other.

Over the years, the reliability of onboard diesel engines has been found in pressure boats (as the most reliable method of marine propulsion). About 30% of engine defects are related to pure water pumps, 30% to exhaust riser or water agglomeration from engine height, and 30% of defects are related to installation. It is difficult to ensure that the reliability of each tailored engine is ignored by the installer. Less than 10% of all pressure boat engine failures are due to engine or component failures.

The outboard jet unit designed by the applicant was satisfactory, but did not fully satisfy the jet propulsion efficiency. Therefore, there is a need for an outboard jet propulsion unit that overcomes the deficiencies of the prior art.

The outboard jet drive includes a housing sealed against the penetration of water, the housing comprising a front portion and a rear portion, and a top portion and a bottom portion. An engine is disposed within the housing and is generally horizontally supported by the housing, and a jet drive unit is disposed within the housing. The jet drive housing is shaped to form a high pressure region along the bottom of the housing, at least when the bottom surface is submerged in water.

In a preferred embodiment, the jet drive unit comprises a discharge for discharging the waterjet. A bucket mechanism is mounted to the water outlet, and the bucket mechanism includes a housing disposed on the jet drive, which communicates with the waterjet exiting the jet drive unit. The housing has a first outlet and a second outlet, and the bucket unit movably attached to the housing allows the waterjet to advance through the first outlet or the second outlet.

In another embodiment, the housing has a heat exchanger, which is disposed vertically in the housing. The heat exchange unit allows the water to evaporate automatically from the smoke exchanger.

In another embodiment of the present invention, a stabilizing structure is provided to support the jet drive unit, thereby reducing excessive vibration of the jet unit in the housing to reduce wear.

The objects, features, and advantages of the present invention will become apparent from the following description and the accompanying drawings.

1 is a cross-sectional view taken through an outboard jet drive mounted on a boat according to the invention.

2 is a cross-sectional view of an outboard jet drive housing with a jet drive mounted therein.

3 is a rear side view of the jet drive unit of FIG. 2.

4 is a flowchart of the connected fuel tank.

5 is a front view of a drive assembly for an outboard jet drive constructed in accordance with the present invention.

6 is a rear side view of an outboard jet drive housing constructed without an attached jet drive housing.

7 is a drive shaft housing constructed in accordance with the present invention.

8 is a perspective view of a jet drive housing constructed in accordance with the present invention.

9 is a perspective view of a drive shaft support mounted in the housing according to the invention.

10 is a side view of another embodiment of the present invention, wherein a bucket assembly is mounted in a jet drive unit according to the present invention.

11 is a side view of the bucket assembly in the open position.

12 is a side view of the bucket assembly in the closed position.

13 is a cross-sectional view of the saddle assembly for supporting the bucket assembly.

14 is a side view of the control assembly for the bucket assembly in the open position.

15 is a side view of the control assembly for the bucket assembly in the closed position.

16 is a plan view of the bucket assembly.

17 is a plan view of a bucket assembly for moving the boat to the left.

18 is a plan view of a bucket assembly for directing a boat to the right.

19 is a schematic view of the housing bottom showing the relative wave and air flow.

20 is a relative view to show the relative width of the jet inlet and the convex portion of the housing.

21A-C are schematic diagrams of wave and air flow relative to jet intake and housing.

FIG. 22 is a schematic view of the wave form as water moves over the housing. FIG.

23 is a side view of air and wave movement relative to the outboard jet unit and the boat.

24 is a perspective view of an outboard jet drive unit constructed in accordance with another embodiment of the present invention.

25 is a perspective view of a jet pump constructed in accordance with the present invention.

26 is a plan view of a stator constructed in accordance with the present invention.

27 is a side view of a stator constructed in accordance with the present invention.

28 is a front view of a housing for a jet drive marine propulsion system constructed in accordance with the present invention.

29 is a perspective view from the edge of the housing for the outboard jet drive marine propulsion system according to the present invention.

30 is a schematic representation of the relative profile of a boat and propulsion system constructed in accordance with the present invention.

31 is a side view of a shift plate constructed in accordance with the present invention.

32 is a side view of a throttle plate constructed in accordance with the present invention.

33 is a partial elevation view of the first side of a lever plate constructed in accordance with the present invention.

34 is a partial elevation view of the opposite side of a lever plate constructed in accordance with the present invention.

35 is a side view of a lever control assembly constructed in accordance with the present invention.

36 is a schematic diagram of a turbocharger constructed in accordance with the present invention.

1 to 3, the outboard jet drive unit 10 is shown attached to the hull of the boat 11 on the solids 12. The jet drive unit 17 includes a housing 13 having a platform 14 mounted therein and having a plurality of flexible engine mounts 15 attached to the platform 14. The internal combustion engine 16 is mounted to the engine mount 15 on the platform 14. The engine 15 is preferably a diesel engine with a turbocharger with an intercooler, but may also be a gasoline engine, preferably a conventional vehicle or truck engine. The jet drive unit 17 is mounted below the platform 14 of the housing 13 and attached to the front end 18 of the housing 13. The housing 13 is sealed against ingress of water and is sealed between the housing 13 and the platform 14 to prevent ingress of water and to prevent leakage of oil or engine antifreeze.

A prior art configuration of an inboard jet boat is a series setting, ie the engine is connected in series with the jet drive; It has an engine drive pulley and flywheel facing the junk (behind the boat) from inside the engine and a jet attached thereto. The engine gear 120 and the jet drive pulley 28 by rotating the engine 16 and the jet drive unit 17 as compared to the prior art so that they are outside the boat behind the junk as shown in FIG. 1 according to the invention. ) Face the same direction from the outside of the boat towards the solids, ie they face in the opposite direction of the serial arrangement. Thus, in this configuration, the drive pulley and engine flywheel face the back of the boat, not from the outside of the boat. Thus, by using the drive belt system 27, the jet is positioned substantially below the engine.

Those skilled in the art will understand that by rotating the engine 180 degrees from the in-line configuration, the propeller rotates in the opposite direction from the other propeller. The jet drive unit and the engine are thus essentially installed "upside down" such that the propellers in the jet drive unit rotate in the opposite direction or in the reverse or "reverse" direction compared to the propellers in the series configured jet drive unit.

Open propellers, onboard, outboard, and junk drives that drive ships produce excessive engine loads when they are "lugging" into the water. Product life is reduced in proportion to the number of hours accumulated at incomplete design speed. The design does not suffer from this phenomenon. When the throttle is in the desired position, the engine immediately accelerates the engine speed. The jet immediately pumps the required flow at the selected speed and the boat accepts it. The engine and drive trains do not experience what the conventional propellers that drive the ship have experienced.

In one non-limiting embodiment, the engine 16 has a belt drive 27 with a clutch mechanism for connecting the engine 16 to the drive pulley 28 of the jet drive unit 17. More specifically, as shown in FIG. 5, a drive train includes a gear 122 mounted on the drive shaft 124 of the jet drive unit 17 and a gear 120 on the flywheel of the engine 16. Drive pulley 28). In a preferred embodiment, the belt drive 27 is a Kevlar® belt, and preferably the engine gears 120 and 122 are connected to the gears to prevent them from skipping or slipping.

The parallel position is the most efficient and the positions of the preferred jet drive unit 17 and the internal combustion engine 16 are interconnected, but this is not the only possible position. In addition, it is allowed to use standard horizontal engine and drive belt drives by placing them in parallel, as described above and shown in FIGS. 1, 2, and 5.

While it is preferred to be located below the engine for the jet drive unit 17, other positions, such as the top, opposite or side of the internal combustion engine, may be considered by the present invention.

This may be acceptable within the spirit of the invention, but is not preferred. For example, if the jet drive unit 17 is located above or above the engine, this requires pumping water up to the jet. The higher the pumping of the water, the more power is consumed and the more water suction is required to pump the water. (They need to be gradually reduced depending on the water intake system size to prevent air intake, air bubbles that form or cause cavitation.)

In addition, the best water flow for jet intake is at the bottom center of the boat, which can cause the problem of diverting water around the engine. In addition, this location may lower most organs and cause other problems. The lowest part of a boat or marine engine part must have water in it. Lowering the engine means keeping the engine water.

If the jet drive unit 17 is located on one or both sides of the engine 16, this position is better than the top, but the top position still has the problem described above and may require a larger width of the finished unit. In contrast, it may cause a weight distribution problem that the engine 16 is heavier than the jet drive unit 17, especially if only one jet drive unit is employed. In addition, placing too much weight on one side or the other causes most boat handling problems.

As mentioned above, this position differs from the most substantial and preferred position when the jet drive unit lies on or below the engine floor. Elevated engines reduce corrosion and problems. The jet produces the best water flow within the jet suction at the lowest possible position. Weight is the center Moreover, by placing the engine center directly on the jet drive unit and the water intake, water intake is reduced out of the water that often occurs in current systems. If water intake comes out of the water, power and mobility are lost in the jet drive unit.

The water path entering and exiting the jet drive unit is preferably axial or straight, for example as opposed to round or curved.

Moreover, it is to be understood that the engine is preferably belt, but preferably attached to the chain or to two or more series of gears as a direct drive system. Clutch may be used but is not required.

The advantage of the belt drive system is its efficiency. The belt drive system theoretically delivers 98% of engine power to the jet propeller. Another system loses about 15% substantially as power is delivered to the propeller or jet propeller.

It is also believed to be the most cost effective method for jets. In order for the jet to operate at the highest efficiency, the jet must be sized for horsepower and expected load. Most jet boats in operation today use jets that are too small for optimum efficiency. Smaller jets can operate at higher speeds (rotation per minute or “rotation per minute”), but larger jets must operate at lower speeds (RPMs). In order for the jets to run at lower RPM than the engine, Some kind of gear reduction is needed, currently transmission is used for this reduction In the belt drive system of the present invention, the jet operates at lower RPM by using gears of different sizes and the gear size is To suit the engine and jet size.

The jet drive unit 17 extends through the rear portion 21 of the housing 13 outside the opening 20 in the housing 13. The jet drive unit 17 has a water intake 22 and is located at a level similar to the bottom 23 of the hull 11. The water outlet 24 provides a path for entering the jetted water and extends out of the rear portion of the housing 13. The jet pump 25 is fixed in the jet drive 17 to draw water therein out of the water outlet 24 through the jet pump. The jet drive unit 17 is shown below the water surface 26 and is fixed on the bracket 29 on the front portion 18 of the housing 13.

6 to 9, a mounting structure according to a preferred embodiment of a jet drive unit 17 is provided. As transmitted, the jet drive unit 17 is fixed in the housing 13 in a manner that can cooperate with the engine 16. The housing 13 is provided at its rear side 21 with an opening 20. The opening 20 communicates with the interior of the housing 13.

The jet pump 25 is a series of jet blades fixed axially around the drive shaft 124. A perspective view of a jet pump 25 constructed in accordance with the present invention is provided with reference to Fig. 25. A spiral blade 500 extends from the support member 502 schematically shown in Fig. 1. The support member 502 is conical. This is desirable because water is drawn in the 0 degree direction between the blades because the blade occupies the helical space Water is pushed out and to the front as the jet pump assembly 25 rotates As the blade RPM increases As the cavitation increases, the driving force decreases, and as water enters through the path with the lowest resistance, some water moves upwards to increase cavitation and power The larger the cavitation, the lower the speed and the less the thrust.The cavitation is proportional to the size of the gap between the overlapping blades. The gap is reduced as a function of 1-((nx) / n), expressed as a percentage, where n is the number of blades present and x is the number of blades added compared to the jet pump to be compared. For example, if the number of blades increased from 3 to 4, then n = 4, x = 1, the increase would be 1-75% = 25%, and from 2 blades to 4 blades, the gap would be close to 50% and equidistant from the blade space. As more blades decrease, cavitation decreases, but propulsion increases and speed does not.

Thus, a jet pump is formed of two types of blades, the propulsion blade 510 and the induction blade 512. Guide blade 512 draws water towards propulsion blade 510 so that a denser flow of water is provided to propulsion blade 510, which results in propulsion blade 510 having a greater amount of water out of exhaust 24. Push it out. Effectively, the induction blade 512 prepares the pump.

Each blade 500 of the induction blade 512 has a length L _IN and a width W _IN . Each guide blade 512 has a leading edge and a tail edge. Each guide blade 512 has a non-uniform pitch, that is, the pitch of the leading edge 522 of each guide blade 512 is smaller than the pitch of the remaining portion. As a non-limiting embodiment, preferably, the leading edge 522 has a pitch of about 14 degrees and the tail edge 524 of the guide blade 512 has a pitch of about 17 degrees.

Each blade 500 of the propulsion blade 510 has a length L _IM and a width W _IM . The width W _IN is substantially smaller, about 50% to 85% greater than the width W _IM of the propulsion blade 510. Moreover, the length L _IM of the propulsion blade 510 is substantially greater than the length L _IN of the blade 512. The pushing blade 510 also has a non-uniform pitch, with a leading edge 506 with a pitch lower than the tail section 504. The change in pitch along each blade found in the propulsion blade 510 and the guide blade 512 occurs closer to the leading section than in the tail section.

It should be noted that the induction blade 512 is shown in a distinct leading section upstream of the propulsion blade 510. However, induction blades 512 disposed or inserted among the propulsion blades 510 may be provided in accordance with the present invention. By providing an induction blade that cooperates with the propulsion blade in the jet pump, preferably upstream of the propulsion blade, dense water can be provided to the propulsion blade to provide better propulsion and speed. By providing at least four propulsion blades, the gap is close enough between the blades to reduce water backflow. As more blades are added, the cavitation increases, accelerating the speed decrease. Thus an induction blade 512 is provided.

As a result of the blade operation of the jet pump 24, water advances the outlet 24 in the direction of the arrow P (FIGS. 1 and 2). But water swirls and energy flows in all directions. Thus, the stator 600 shown in FIG. 26 is provided to the discharge portion 24 to direct water flowing out of the jet pump 25 in one direction. Stator 600 includes a central member 602. In a preferred embodiment, the central member 602 is conical. The plurality of blades 604 extend radially from the conical member 602 to the wall of the outlet 24. In a preferred embodiment, the wall 606 is integrally formed with the blade 604 to form a water outlet 24 or a unit mounted within the blade 604 and the member 602 in the water outlet 24. It is formed in a single unit with a housing structure.

As water flows through the stator 600, it is guided to flow in a single direction, but some energy can be lost and the water flow loses speed. In turn, the boat loses speed. However, the volume reduction member 610 extends from the conical member into the outlet portion of the water outlet 24. In the preferred embodiment, the volume reduction member 610 is merely an extended member from the conical member 602. However, any structure can be used that reduces the volume in the water outlet 24 with little interference with the water flow path advancing through the stator 600. By reducing the volume while making the water in the water outlet 24 available, the water velocity increases, and the pressure of the water column entering the jet in the water outlet 24 increases to increase the engine 10 propulsion and speed. To provide.

The jet drive unit 17 can be formed as a removable cartridge. In a preferred embodiment, the jet drive unit 17 is housed in a jet housing 206 that is removable. The jet housing 206 supports the drive shaft housing 201 in which the drive shaft 124 is disposed. The drive shaft housing 201 is received in the opening 20 and extends through the opening 20 to form a watertight seal in the housing 13. In a preferred embodiment, housing 201 is bolted to bolting plate 204 of housing 13 using bolt plate 202. Known gaskets and seals may be used to secure the housing unit 201 to the housing 13 in a watertight manner.

The jet unit 17 is formed as a unit around the drive shaft 124. The drive shaft 124 can thus be fixed in the housing unit 201 and can be easily fixed in the housing 13 by sliding the entire unit including the housing 201 through the opening 20 only. The drive pulley 28 is fixed to the drive shaft 124, which is attached to the drive belt 27, and the entire jet propulsion unit is attached to the engine housing 13. As a result, a simple assembly is provided while maintaining separation between the engine structure that must be in contact with water and the engine structure that must be kept away from water to prevent corrosion.

In one embodiment, the drive shaft housing 201 is slidably received within the jet unit housing 206. The jet unit housing 201 is mounted to the rear face 21 of the housing 13 by bolting the housing at the rear face. To maintain the overall form of the outboard propulsion system 10, the engine housing 13 may be formed with a recess 210 for receiving the jet unit housing 206. The housing 206 is provided with a plate 208 for attaching to the housing 13.

Vibration along the drive shaft 124 causes vibration on the drive shaft. This is true at each end of the drive shaft 124. As shown in FIG. 9, bracket 212 secures drive shaft housing 201 to the inside of housing 13 at the end of drive shaft 124 adjacent drive pulley 28. Bracket 212 is provided on the other side of drive shaft housing 201 to stabilize drive shaft 124 at its end.

In one embodiment, the bracket may be manufactured as milled steel, aluminum, stainless steel, or other material. Stainless steel offers the best combination of strength, corrosion resistance and weight in marine environments. While it may be understood in the spirit of the present invention that the bracket 212 is attached at various locations within the engine compartment, the bracket 212 attaches as close as possible to the end of the drive shaft 124 to provide the best support in the preferred embodiment. Need to be. The brackets 124 on or above each end of the drive shaft 124 provide the best support, while allowing the brackets to be accessible for maintenance and providing possible height fittings, bolt holes, bolts, etc. on the bend area. Keep it.

By placing the bracket 202 substantially substantially midway along the length of the drive shaft housing 201, additional support of the drive shaft 124 is provided. Once attached, the flange 202 is disposed between the housing 13 and the jet unit housing 206, firmly attached to both sides, and further supports the drive shaft 124 along its length. As mentioned above, the shaft housing 201 slides into the engine housing 13 and into the jet housing 206. Three components are attached to the flange 202 by welding, bolting or other known means, and the bolt plate 208 of the jet housing 206 is bolted to the rear face 21 of the housing 13. In this way, the jet housing 206 is located and received in the receiving area 210 on the rear surface 21 of the housing 13.

In a preferred embodiment, having a flange close to the middle of the drive shaft housing provides the best support. Other supports at the ends of the drive shaft may be helpful but not necessary. The support system can be made of milled steel, aluminum, stainless steel or other material. Again, stainless steels offer the best combination of strength, corrosion resistance and weight in marine environments.

The outboard propulsion unit 10 uses a closed loop cooling system similar to that used in vehicles. In a preferred embodiment, the propulsion unit 10 uses a water-to-water heat exchanger to cool the engine 16 in a manner similar to the radiator of a vehicle. Water circulating through the engine, water-cooled exhaust manifolds, and oil coolers (where applicable) are treated as fresh water similar to those used in vehicles. However, the propulsion unit 10 may not expose the engine to seawater or dirty water for use during operation. Rather, the heated engine water circulates through the heat exchanger by engine water pumping, where it is cooled by circulating seawater. The seawater is pumped through the heat exchanger by the waterjet, eliminating the need for a separate engine to drive the seawater pump and removing the seawater pump propeller oily rubber.

In another advantage, the propulsion unit 10 may be provided with a turbocharger. The marine propulsion unit 10 also includes stainless steel and a cupronickel intercooler to cool the compressed air before it is inserted into the intake manifold of the engine. The procedure for compressing inlet air with a turbocharger increases the temperature of the air. Cooling the inlet air with seawater in the intercooler allows the engine to provide more power more economically and reduces smoke and other contaminants from the engine exhaust to meet environmental standards.

In another advantage, the marine propulsion unit 10 may have a fuel cooler. The fuel injected into the engine is believed to deliver more fuel to the engine than the engine requires. Excess fuel is returned to the fuel tank for later use. The returned fuel is heated by the engine and tends to raise the fuel temperature in the tank for a period of time. Higher fuel temperatures reduce engine power and performance. The fuel cooler eliminates this problem. The fuel cooler consists of stainless steel or cupronickel and uses seawater for cooling.

Referring to FIG. 24, another embodiment of an outboard propulsion unit 10 provided with a cooling system is shown. Similar reference numerals are used for similar structures for explanation. The propulsion unit 400 includes an engine and a jet unit 17. The heat exchanger 402 is connected to the jet unit 17 by a hose 404. The heat exchanger 402 is also connected to the engine 16 by a hose 406. The second hose 408 connects the heat exchanger 402 to the intercooler 410. The intercooler 410 is connected to the outlet 414 of the engine 16 by a hose 412. Moreover, the intercooler 410 is connected to the turbocharger of the engine 16 and the fuel line of the engine 16.

During operation, the hose 4040 is connected to the jet unit 17, siphoning a portion of the jet stream as it moves through the jet unit 17, so that water under pressure causes the arrows in the heat exchanger 402 ( Move to M) direction. The hose 406 communicates with the heat exchanger 402 by a pipe (not shown, but known in the art), which is surrounded by water cooling flowing from the hose 404 into the heat exchanger 402. In this way, the engine 16 is isolated from the water leading through the jet unit 17. The pressure provided by the jet stream and gravity causes the heated water to exit the heat exchanger 402 through the hose 408 in the direction of arrow N into the intercooler 410. The intercooler 410 includes a pipe system, which communicates with the turbocharger, outlet 414, and fuel lines of the engine 16 to cool fuel and air in the engine to provide higher efficiency for the turbocharger engine. .

It should be noted that the heat exchanger 402 and the intercooler 410 are preferably oriented vertically as compared to the horizontal direction to the engine 16. In this way, unless the outboard propulsion unit 10 is substantially driven, gravity drains seawater or drains water from the heat exchanger 402 into the hose 408 or back into the hose 404. In this way, there is no more seawater left in the heat exchanger 402 than necessary to reduce corrosion on the structure in the intercooler 410 or any pipe in the heat exchanger 402. Furthermore, the heat exchanger 402 is preferably made of stainless steel or cupronickel, and these two high corrosion-resistant alloys help to prevent corrosion inside the engine 16 exposed to seawater. In addition, no engine flushing is required after each boat drive, and because a closed cooling system is provided, the engine 16 has a longer and more reliable life.

Since the jet drive unit 17 is connected to the engine 16 continuously, it is believed that the jet stream flows as long as the engine is running. This ensures that there is always enough water for cooling and to avoid catastrophic failure of the drive system.

In a preferred embodiment, turbocharger 420 controls the increase in back pressure when matching the turbo to the engine as compared to releasing energy through known waste gates. The housing diameter is adjusted to control the exhaust gas volume at a rate that optimizes turbine speed to provide greater pressure on the housing side. Referring to Fig. 35, a schematic diagram of a turbocharger constructed in accordance with the present invention is provided.

It is often necessary to obtain additional power from the engine. Applicant has considered that it is possible to enhance a 150 horsepower engine to a 200 horsepower engine using the turbocharger 420. The housing includes an intake 426, which is connected to the outlet 428 of the engine 422. The turbine 430 is rotatably disposed with a turbine housed between the input 428 and the housing outlet 432, so that emissions from the engine 422 entering through the engine outlet 428 are discharged. The turbine 430 is obtained as it moves through the blades of the turbine 430 toward the portion 432. Turbine 430 is in the exhaust flow path.

The second housing 450 has an intake 456 for receiving ambient air and an output 452 for providing output from the engine 422 to each cylinder chamber. The air compressor 454 is rotatably housed in the housing 450 and is located along the flow path between the air intake 456 and the outlet 452. Shaft 460 connects turbine 430 to air compressor 454. Engine 422 thus provides an outlet to rotate turbine 430, which in turn rotates a shaft within air compressor 454. Rotation of the air compressor 454 creates a vacuum in the exhaust 456 to draw ambient air into the housing 450 through the compressor 454 and to force under static pressure through the exhaust 452 in the engine 422. Receive. This provides additional oxygen in the cylinder 422 of the engine to create more energy and a larger explosion to drive the piston.

As is known, air sometimes flows back through the housing 450 to reduce efficiency. It is known to allow excessive pressure on the waste gate as a result of the vented backflow. By size the housing 450 to provide the correct volume and air flow rate through the housing, the need for a waste gate is eliminated.

In addition, such engines and associated controls are suitable for rigid inflatable boats (RIBs), such as those manufactured by Zodiac®, as non-limiting examples. Moreover, the use of current engines brings new advantages to self-maintaining RIBs. A disadvantage of the RIB is an air inflatable structure in which volume changes are inherent by the atmosphere. The air-expansion section, which is drawn to the sun and looks firm, loses its volume when placed in cold water. Moreover, regardless of how tight the air is, the inflated object tends to shrink in the valve over time, so that it appears to leak or leak through the material, thus requiring a self-air expansion mechanism.

As mentioned above, there is a movement under air pressure through the engine constructed according to the invention. In general, air movement through the engine is 25 psi. In the present invention, a tab is provided along the inlet air passage of the engine to suck up some of the air under pressure. A hose or other type of pipe or tube connects the tab or manifold to the expanded structure. The controller is provided along the line formed by the tube. The controller is a pressure-controlled partition that opens when the falling pressure drops below a predetermined level to allow air expansion. Air may be released back if the pressure in the inflation structure exceeds a predetermined amount.

10-18, another embodiment of a jet engine is provided. Similar reference numerals are used for similar structures to facilitate explanation. Water entering the jet discharge portion 54 (FIG. 1) in turn provides the driving force for the boat for the outboard jet propulsion engine. Since the discharge portion 54 is fixed to the fixed structure of the housing 13 as described above, the mechanism needs to allow reverse operation and steering. As shown in FIG. 10, a bucket assembly, generally referred to as 300, is attached to the jet drive unit 17 at the exit portion 54 such that water exiting the water outlet 24 passes through the bucket assembly 300. Is operated by).

Bucket assembly 300 includes bucket housing 308. Bucket housing 308 is supported by saddles 304 suspended from housing 13 by suspension arm 35. Suspension arm 35 is operatively connected to steering rod 36. As long as the bucket housing 308 is supported by the water outlet 24 to receive water entering the water outlet 24, any structure for supporting the bucket housing 308 may be used. It is understood within the idea of The bucket housing 308 has an inlet portion 309 for receiving water entering the water outlet 24 and a first outlet 311 and a second outlet for water to enter the housing 308. 314).

Bucket 310 is pivotally mounted on housing 308. Bucket linkage 312 is connected to bucket 310 and reverse cable 314, which controls the linkage to cause bucket 310 to rotate to the first position in the direction of arrow C. The bucket 310 is opened in one position to allow water to flow through the discharge portion 311 in the direction of the arrow (A). Linkage 312 also has a bucket 310 positioned adjacent to first outlet 311 (FIG. 12) in the direction of arrow B and directs the water path through second outlet 314 of housing 308. FIG. Try to face again. A directional member 316 is provided to the outlet 314 to allow water to be substantially guided back in the direction of the arrow D toward the housing 13.

Note that although a pivot bucket type member is used, any structure that selectively opens and closes the water outlet 311 can be used. In a preferred embodiment, only by way of example, the linkage mechanism 312 is a dual-arm with pivot and connects one arm to the other arm in a position that is connected to the reverse cable 314 so that the reverse cable 314 Movement in the direction of the arrow E (FIG. 13) raises the pivot point of the member 312 to lift the two arms together (FIG. 14), shorten the distance, and open the bucket 310 to the saddle 302. The bucket 310 up in the direction of the arrow C. In this way, the water is allowed to pass substantially without being propelled in the direction of arrow A and pushes the housing 13 and the attached boat in the forward direction. However, any structure for moving the bucket 310 can be used.

When the reverse cable 314 moves in the direction of the arrow F (FIG. 12), the arm of the member 12 widens (FIG. 15), thereby rotating the bucket 310 in the direction of the arrow B, so that the housing 308 Close one end of) and push the water back toward the boat in the direction of the arrow (D). The force of water advancing through the opening 314 guided by the guide member 316 pushes the boat in the opposite direction. Reverse cable 314 is connected to the control of the boat by mechanical or electrical control.

In a preferred embodiment, the reverse cable is connected to the steering nozzle. This keeps the normal reverse in the reverse bucket using a standard 3-inch stroke cable that provides maximum back propulsion control to the mounted steering nozzle. In order to keep the cable out of the water, the vertical operation, ie the cable structure, was fixed to cooperate with the housing 308 over the jet pack unit 17 substantially away from the water. This eliminates the need for the entire cable across the normal water line except for the stainless push / pull rod member 312 to boots, seal or rust-proof. To prevent the reverse bucket from moving excessively up and down during steering, the reverse cable 314 is located near the point of rotation of the steering, ie near the steering cable 304 at the steering rod.

In a preferred embodiment, the reverse buckets, levers, bearings and bolts are made of stainless steel and can be suitable materials such as aluminum, fiber glass, plastic or any hard material. The stroke of the cable 314 is preferably limited to about 3 inches, and is manual, with an additional fixed diverter or the like discharging that the reverse bucket satisfies the complete reverse position, ie adding additional reverse rotation to the bucket upon connection. It is reversed to maximum with minimal effort made by placing underneath. The cable 314 has a swivel (ball-type) in the saddle 302 to allow the cable to remain stationary during steering and also to allow angular changes in any steering or reverse bucket position. The arm of the member 12 provided in the boat is designed to lock in place and allows the total propulsion force to be used in the reverse gear without relying on the cable to eliminate kickback on the cable in the reverse position and to maintain the bucket.

In another preferred embodiment, a single control lever is preferred, in which the operator appears to behave as known in the propeller engine art. 31-35, a lever assembly, generally referred to as 1000, for controlling the speed and direction of an engine in accordance with the present invention is provided. A preferred advantage is to provide a single lever, which allows the cable 314 to control the speed and direction of the boat in the operating range.

The shift assembly 1000 includes a housing. A shift plate 1010, a throttle plate 1200, and a lever plate 1100 interposed therebetween and in operative communication with the shift plate 1010 and the throttle plate 1200 are mounted in the housing 1001.

Shift plate 1010 (FIG. 31) includes a through hole 1012 that forms the axis of rotation of the plate, which will be described later. The first arced channel 1014 is substantially L-shaped along the surface 1016 of the shift plate 1010 and extends along the shift plate 1010. A detent 1018 is provided along the path of the channel 1014 at one end thereof. Elbow region 1020 is formed along the path of channel 1014 at the other end of channel 1014. A substantially L-shaped second channel 1030 is formed in the shift plate 1010 along the surface 1016. Channel 1030 extends through shift plate 1010. Channel 1030 includes detent 1032 and elbow region 1034. Detent 1032 and elbow region 1034 are formed at opposite ends of channel 1030.

A third channel 1040 is formed along its surface 1016 through the shift plate 1010. Channel 1040 also includes an elbow region 1042 located at the first end and a detent 1044 located at the second end. Like channels 1014 and 1030, channel 1040 has one end with detents and the other end with elbow sections.

Note that the generic channels 1018, 1013 lie substantially on the shift plate 1010 on the other side of the axis of rotation 1012 from the channel 1040.

Cable 314 connects shift plate 1010 to bucket 310. Cable 314 is connected to plate 1010 in shift section 1050. Movement of the shift plate 1010 causes movement of the bucket 310.

Referring to FIG. 32, a throttle plate 1200 is shown. The throttle plate 1200 includes an axis of the rotation hole 1202 extending through the throttle plate 1200. Channel 1204 is in the form of a substantially sickle extending along surface 1206 and through throttle plate 1200. Channel 1204 includes bend 1208 from bend 1208 into first flat portion 1210 across elbow portion 1212. The second opposite end of the channel 1204 is a substantially second straight portion 1214 separated from the bend 1208 by a detent 1216 formed by the straightening of the channel 1204.

Substantially U-shaped channel 1220 is formed through throttle plate 1200 across surface 1206. The lever shaft receiving channel 1222 is formed through the throttle plate 1200 along the surface 1206 and is located substantially in the arm formed by the U-shaped channel 1220.

Throttle plate 1200 includes an operating region 1250. The operating area 1250 is connected to a cable 720, which is connected to the throttle of the engine 16. In a simplified embodiment, the connecting holes 1252 are provided at the far end of the area 1250 to provide the maximum torque for attaching the cable 720. However, any other method of attachment in the art, such as the use of a tie, buckle, or the like, can be used to attach the cable 720 to the throttle plate 1200. As the cable 720 is pulled in the direction of the arrow Y, the rpm of the engine 16 increases the rpm of the jet drive 26 and the water flow pressure and speed from the outlet 24.

Referring to FIGS. 33 and 34, a lever plate, generally referred to as 1100, is provided. The axis of the rotating hole 1102 extends through the lever plate 1100. On one surface, rollers 1104, 1106, 1108 are disposed on the first surface 1110 of the lever plate 1100. The roller 1104 extends outward from the surface 1110 and is received through the channel 1040 of the shift plate 1010 when the lever assembly is assembled. Similarly, roller 1106 receives channel 1020 and roller 1108 is received within channel 1032.

The rollers 1110 and 11120 are positioned on opposite sides 1116 of the lever plate 1100 and positioned to be received in the channels 1214 and 12240 of the throttle plate 1200. Characteristically, roller 1110 is received in channel 1220 and roller 1112 is received in channel 1214. As described below, each roller is adapted to slide along each channel.

The lever plate 1100 includes a lever 1120 for driving the lever plate 1100 when the lever assembly 1000 is fully assembled. The lever assembly 1000 lies in the housing 1001. The first shaft (not shown) extends from the housing 1001 through the rotating holes 1012 and 1202. The second shaft extends from the housing 1001 through the axis of the rotation hole 1102 of the lever plate 1100. Each roller 1104, 1106, 1108, 1110, 1112 is shown in solid lines when located in the reverse direction within each channel. Locking in place is virtual.

For this description, which is shown in solid lines, the description begins with the engine locked in reverse at full throttle. As the lever plate 1100 rotates in the direction of the arrow W, the roller 1104 moves along the channel 1040 in the direction of the arrow T, the roller 1108 moves in the direction of the arrow U, The roller 1106 moves along the channel 1018 in the direction of the arrow (V). The roller 1104 is maintained in reverse position by the elbow region 1042. Without the force applied, it is difficult for the roller 1104 to traverse the elbow region 1042. Similarly, the rollers 1106 and 1108 are difficult to traverse the respective detents 1018 and 1030, each of which keeps the reverse direction. As the roller traverses each channel, the roller applies a force to rotate the plate 1010 around the axis of rotation 1012 on each guide channel, thereby effecting carrying the lever plate 1100 within that rotation. Get This raises the cable 314, which in turn raises the bucket 310 to gradually transfer water flow from the outlet 314 to the outlet 311 and begin to decrease the reverse speed.

At the same time, rollers 1110 and 1112 move through respective channels 1220 and 1204. As the station moves forward from the reverse direction, the roller 1110 moves in the direction of the arrow S around the channel 1220, and the roller 1112 moves in the direction of the arrow R through the channel 1204. This causes the throttle plate 1200 to rotate in the direction of the arrow Q. FIG. Further, as the shift plate 1010 rotates in a reverse direction, the lever plate 1100 cams downward relative to the throttle plate 1200 due to the operation of the shift plate 1010 and the rotation shaft 1102 is moved by an arrow ( It is effective to raise the throttle plate 1200 by lowering as the throttle plate 1200 rotates around the rotation axis 1202 in the direction X). Another way to account for this is that the plate 1200 rises relative to the throttle 12 such that the shaft plate 1200 contacts the shaft 1122.

During operation, starting in the rest position, rollers 1104, 1106, 1108 are placed somewhere along the guide channel between each elbow region 1042, 1020, 1034 and each detent region 1040, 1030, 1018. have. To provide forward thrust, the lever 1120 is rotated in the direction of the arrow W such that the rollers 1104, 1106, 1108 move toward the virtual roller position within each guide channel. Since the rollers are fixed to the lever plate 1100, the rollers have the effect of raising the guide channel as the roller moves through each guide channel, and in turn, raises the shift plate 1010 along the axis of rotation 1012 and the cable 314. And raise the bucket 310 in turn. This rise occurs until roller 1106 traverses elbow region 1020, roller 1108 traverses elbow region 1034, and roller 1104 traverses detent region 1034. In at least one position, the engine 15 is substantially stationary and the bucket 310 is discharged 310, 314 without leaving the engine from the jet drive during movement between the respective elbow regions and the detent. It is in a position to balance the jet pressure through.

As each roller passes each elbow or detent in position, the shift plate 1010 no longer rotates without movement of the roller. However, what has been done to the throttle plate 1200 is to cam the rotary shaft axis 1122 of the lever plate 1100 in the direction of the arrow X relative to the rotation of the shift plate along the lever raising the throttle plate 1200. It was to move. Another rotation of the lever plate 1100 causes movement in the direction of the arrow S of the roller 1110 and causes movement in the direction of the arrow R of the roller 1112, which is in contact with each guide channel 1220, 1208. To raise the throttle plate 1200 and rotate it in the direction of arrow Q, so that the operating region 1250 moves in the direction of arrow Y and the cable 720 moves in the direction of arrow Y and the engine 10 To open the throttle. As the cable 720 moves in the direction of the arrow Y, the engine provides more rotation to the jet drive and more waterjets enter the water outlet 24 and increase the forward speed of the boat. At the total throttle, each roller 1110, 1112 is shown in the same virtual position as in the rollers 1104, 1106, 1108.

As rollers 1110 and 1112 move within each guide channel 1220 and 1204, by way of example, roller 1106 is between the elbow region 1020 and the stop end 1024 of the guide channel 1018. Move on. Traversing these regions does not substantially affect the shift plate 1010, but the throttle plate 1200 rotates. Similarly, at the same time, the roller 1108 traverses the region from the elbow region 1034 to the stop wall 1036 of the guide channel 1030, the roller 1104 from the detent 1044. It moves to the stop wall 1046 of 1040.

The path of travel is reversed to cause reverse propulsion of the engine.

However, it should be noted that the shift plate 1010 rotates in the reverse direction, and as the shaft 1122 moves in the reverse direction within the channel 1222, the throttle plate 1200 moves in the direction of the arrow Q 1. 2112 moves in reverse direction of 1112, but not less. In this way the engine throttle is lower compared to the fully open position, whereby at least one position entering the jet stream is caught by the bucket, which does not escape through the outlet 314 in the directional member 316. At lower speeds.

In a preferred embodiment, the movement of the operating region 1250 in the direction of the arrow Y moves about 1-3 / 4 inches in the forward direction; Move about 5/8 inch in reverse. In a preferred embodiment for control purposes, the bucket 310 is not completely lowered to prevent excessively fast or too reverse movement of the engine in the boat. Moreover, the stop is somewhere between the stroke length of 5/8 inches and 1 to 3/4 inches where the back propulsion is balanced with the forward propulsion.

For the user, the lever will be continuous and there is no gap. As the lever moves between the first and second positions, a portion of the jet stream deviates backward through the outlet 314 so that the bucket's shift reduces the forward speed. Continuous shifting from the second direction to the third direction reduces the throttle and increases the forward speed. The third position is between the second position and the third position, so that the shift plate is sufficiently balanced in the forward and reverse directions of the propulsion in the jet drive unit. This digs the boat without leaving the engine.

When operating in the reverse direction, a shift occurs between the third and second positions, and throttle plate 1200 is preferred but not limited to pulling the cable 720 from 1 to 3/4 inches to 5 inches. As it rotates to reduce, the boat first slows down. As the lever is shifted from the second position to the first position, the bucket 310 is lowered and causes a change in the direction of the boat. Single lever controls speed and direction.

As the outboard motor is used and as a result the outlet 54 of the jet drive unit 17 is away from the hull 12 of the boat 11, the waterjet entering the housing 308 through the outlet opening 314 is It does not cooperate with the hull 11 substantially. As a result, the hull practically does not interfere with the efficiency of the jet engine and advancing into the jet stream when the reverse drive gradually increases.

See FIGS. 16-18. The steering rod 306 is connected to the bucket housing 308. In addition, the steering rod 306 is connected to the manual control on the boat 11, the driver can control the steering. Through movement of the steering rod 306, the bucket assembly 308 rotates in the direction of arrow G to provide left turn and rotates in the direction of arrow H to provide right turn.

As shown in FIG. 3, the upper portion 30 of the housing 13 is removable from the housing main portion 31. The housing 13 with the engine 16 and jet drive unit 17 mounted therein is provided with a pair of buckets 32 and attached to the solids 12 of the hull 11. To reduce the entry of debris and damage in the wild, the housing 13 is mounted at a position higher than the bottom of the bracket 32 boat hull or substantially the same as the bottom of the boat hull.

19 to 23, a preferred embodiment of the engine housing is described. In a preferred embodiment, the housing 313 has a convex lower surface 315. In a preferred embodiment, the bottom surface of the housing 313 is substantially dish-shaped. In a preferred but non-limiting embodiment, the convex surface lies between a position one inch higher than the bottom of the hull 11 and a position two inches lower than the bottom of the hull 11. This sufficiently reduces the cavitation of the jet drive unit 17.

As the hull 11 of the boat passes through the water, the air mixes with the water as is known in the foam wave. Air in the water passes through the jet unit 17, causing cavitation, which reduces the power of the outboard propulsion unit 10. However, as the convex bottom surface 315 is rounded from the hull 11 in the tail position, a high pressure force region is provided along the submerged bottom surface 315 of the housing 303. Moreover, water is assumed to be in the form as shown in FIG. 22 as it moves along the housing 313. As water moves relatively in the direction of arrow I, its path widens along housing 313 and narrows as it moves past housing 313. This is because the high pressure region is formed along the surface of the housing 313 as it moves through the water relative to the surrounding water.

Air is less dense and lighter than water containing it, so it advances in the direction of the arrow J through the low pressure region K between the hull 11 and the tail housing 313 (FIG. 19) or as shown in FIG. 23. As it moves to the sides of the housing 313. Effectively, the air bubbles are pushed out of the water by high pressure. The air bubble 320 finds the low pressure region on the side of the housing 313 to direct the remaining water directly to the inlet 22. The rounded shape of the housing 313 allows the water to be close to it in the direction of the arrow L to more effectively guide the water that has bubbled out toward the inlet 22. "Solid" water is provided in the inlet, ie water where all air bubbles have been removed to prevent cavitation.

It should be noted that water moving in the direction of arrow L tends to move faster than water away from housing 313, and consequently clings to inlet 22. In addition, this allows the shape to widen under pressure, as shown in FIG. 22, to further squeeze the air bubbles out of the desired water stream. As shown in FIG. 23, as the bubbles 320 are squeezed they find their own escape route, allowing a cleaner stream of water to enter the inlet 22 of the jet unit 17.

In a preferred embodiment, the width of the convex shape of the housing 313 at width M is greater than the width N of the inlet portion 22. In this way, water 324 flowing towards inlet 22 is assumed to ensure removal of air bubbles 320 from the water at the center of the high pressure region. In a preferred embodiment, the convex width of the housing 313 is about 120% of the width of the inlet 22. Again, the bottom surface 315 may be located between one inch above the bottom 317 of the hull 11 and two inches below the bottom 317 of the hull 11 in a preferred but not limited embodiment. . As shown, when the bucket assembly 300 is substantially perpendicular to the hull 11, the boat drives forward. The boat rotates when the bucket assembly 300 forms an angle of 90 degrees or less (on one side) to the hull 11.

However, as shown in FIG. 20, there are some protrusions of the engine housing 313 relative to the hull 11. These protruding regions 370 hold water and provide drag. In order to maintain the relative width of the housing 313 and reduce drag, the housing 380 is sufficiently endless (FIGS. 28-30) such that it is close to the hull 11 while maintaining the overall width of the housing 313. Narrow in position to prevent protrusions. Housing 380 includes a first convex portion 382, which has a centerline 384. The convex portion 382 is bent in a direction extending from the hull of the boat in a direction away from the boat. Moreover, the pitch of the convex section 382 increases as it moves away from the centerline 384. The pitch forms a stage at about 26 degrees. The convex portion causes the air bubbles to move away from the intake portion, reducing the cavitation.

In a preferred embodiment, the housing 380 discloses only one side of the housing 380 because it is substantially symmetric about the centerline 384. As it extends from the centerline 384, a step 386 forms a shelf 388. The pocket 390 is formed as the other end has a stage 386. The groove 390 includes a side wall 393, a second wall 396 and a stage 384 formed therebetween.

An outlet 397 for venting the engine 400 is provided in the groove 390. Since the groove 390 is surrounded by at least two sides, one wall 393 is a portion of the groove 390 proximate the centerline 384, in particular the air exiting through the outlet 397 when moving in the reverse direction. And the gas deviates from the centerline 384 and is deviated toward the side of the housing 380 by the sidewall bodies 386, 393. Thus, the bubble does not reenter the intake of the jet and reduces the cavitation.

In this event, the width is sufficient so that the bubble 320 does not divert wide enough as shown in FIG. 21A, which is while the inlet 22 is in series with the hull 11 or rotates left and right (FIG. Regardless of 21b, 21c, it must deviate from a sufficient inlet 22 radius so as not to enter or interfere with inlet 22.

Aligning the waterjet directly below the engine makes the engine higher than in conventional installations, reducing the need for raised (or raised exhaust elbows). The outlet, mixed with the pure water spray and supplied by the pressure from the jet, exits the exhaust manifold and descends through the fiber glass outlet / muffler system, ultimately under the water line at the rear of the fiber glass housing of the system. By eliminating the need for a lift system, not only the high maintenance item is removed but also the possibility of water being trapped and entering the engine again.

The hull 11 comprises a fuel tank 33 mounted therein and having a fuel line inlet 34 and a fuel line 35 extending therefrom through the solids 12 and in the housing 13. It is connected to a quick disconnect 36 which can be quickly connected or disconnected from the located inner fuel line 37. The fuel line 37 enters the auxiliary inner fuel tank 38, which has a fuel line 40 connected thereto, to pump from the auxiliary fuel tank 38 and from the main fuel shank 33 to the fuel line 42. Is connected directly to the fuel pump 41 and supplied directly into the fuel injector of the engine 16. The fuel return line 43 is connected to the auxiliary fuel tank 38 and has a bleed top 45 and a de-aerotor 44 having a return fuel line 46 from the engine 16 fuel injector. )

The battery 47 is shown mounted in the housing 13 and is connected to the jet drive unit 17 through the ground 48. The engine and drive unit are controlled via an electrical control line 50 connected via a quick electrical connector 51, which is a waterproof connector mounted through the housing 13, and a clutch unit for controlling the operation of the outboard jet drive unit. And the engine 16.

The rear wall 21 of the housing 13 has a tow bracket 52 attached thereto to attach the line.

As shown in FIG. 4, the main fuel tank 33 with the filter cap 34 is connected to the auxiliary tank 38 with the auxiliary tank opening 55 via the fuel line 35 and to the fuel pump. 41, which is connected from the auxiliary tank 38 through the fuel line 40 and through the line 42 to the fuel injector, from the fuel injector back through the non-ventilator 44 and the fuel line ( 44 is connected back to the auxiliary fuel tank 38.

In operation, the hull 11 has a fuel tank 33 installed therein according to all the controls and sensors. The control and sensor are connected via a multi-line electrical conductor 50 and the fuel tank has a bottom of the hull 23 and is positioned through the solids 12 at a position aligned with the bottom of the unit. Is connected through. In a preferred embodiment, the bracket 32 is a shock absorber, further reducing vibrations in the engine 16 and the jet drive unit 17. Then, simply attaching the quick connect coupling 36 to the fuel line connects the fuel line to the outboard jet drive, and connecting the quick coupling 51 connects the electrical controls. If the unit is removed for any reason, the quick couplings 36 and 51 can be removed to remove the entire unit, thereby allowing the unit to be detached from the bracket 32. The outboard jet drive unit 10 forms a waterproof housing 13 which mounts the jet drive unit 17 therein under the platform 14, and attaches the engine 15 to the engine mount 15 on the platform 14. And then the belt drive clutch mechanism 27 is connected via a pulley 28 between the engine 16 and the jet drive unit 17.

In a preferred embodiment, the engine 16 and jet unit 17 vessels are one unit and the jet sizes used are known. Smaller boats usually use too small jets that operate at engine speed without any reduction. Transmission should be used for those wishing to use larger jets and reductions. This requires additional costs, additional complicated floors, and additional gear changes that rob engine efficiency. Moreover, transmissions have to adapt specific engines to specific jets, but current manufacturing volumes create cost problems.

An important advantage of the present invention is that the gear ratio changes by changing only one or two gears. As a result, any engine power can be tailored to the desired RPM in a single jet design. With four or five different jets, an engine range of 35HP to 2000HP is covered. Thus, one jet uses an engine of 50 HP to 400 HP. This offers the great advantage that different jets do not have to be designed for different engines.

A series of engine parameters was tested. The test boat is Zodiac ZH630, a 6.71 meter air inflatable boat with a 24 degree gradient. The boat is set up for inboard / outboard (I / O) installation and has a full transom. Such boats typically have a power of 200 horsepower I / O. The 150 hp diesel jet unit was fitted and tested under various conditions and loads.

The following data was obtained.

engine 150 hp diesel fuel 10US gallon fuel road 2 people Condition Quiet lake, moderate wind RPM Speed (notes) Speed (notes) Direction 1 Direction 2 1000 3.7 3.4 1500 5.4 5.0 2000 6.3 6.2 2500 7.2 6.8 3000 19.5 14.8 3500 28.0 26.4 3800 WOT 32.0 31.1

engine 150 hp diesel fuel 50US Gallon Fuel road 2 people Condition Rough wave, shore RPM Speed (notes) Speed (notes) Direction 1 Direction 2 1000 2.3 3.6 1500 5.4 5.7 2000 6.4 6.4 2500 7.5 7.4 3000 14.3 13.2 3500 25.4 26.3 3800 WOT 29.8 29.7

engine 150 hp diesel fuel 50US Gallon Fuel road 8 people Condition Rough wave, shore RPM Speed (notes) Speed (notes) Direction 1 Direction 2 1000 3.3 2.7 1500 5.3 5.2 2000 6.4 6.3 2500 7.0 6.5 3000 8.1 8.0 3500 18.1 17.2 3800 WOT 25.6 24.6

engine 275 hp diesel fuel 50US Gallon Fuel road 2 people Condition Quiet lake, moderate wind RPM Speed (notes) Speed (notes) Direction 1 Direction 2 1000 4.0 3.9 1500 5.6 5.6 2000 6.9 6.8 2500 8.3 8.4 3000 21.5 21.2 3500 32.2 31.3 4000 36.2 36.3 4500 43.0 42.1

engine 275 hp diesel fuel 50US Gallon Fuel road 11 sand and 100lbs Condition Quiet lake, moderate wind RPM Speed (notes) Direction 1 4500 34.0

Preferably, the housings 13, 201, 206 are sealed to produce most of the buoyancy and prevent the engine from corroding or damaging; However, spilling oil and antifreeze out (with enclosed water) is a side effect. Leaks from these engines are eliminated by providing a fan under the engine to distinguish the leaks.

Notwithstanding this, according to the invention, in certain models, water can enter and exit the heat exchanger and intercooler, especially through the drilled holes for this purpose; These holes are sealed to prevent water from entering or leaking into the engine accessories. In addition, water may enter the discharge portion. The engine, however, is high enough to prevent water from entering the engine or engine accessories so far on the water line. Water can also enter the jet intake and jet nozzle; This water is prevented from entering the engine accessory by sealing around the hole around the jet propeller shaft. There may also be air intake ventilation in the lid where water may enter. It has a baffle designed to evaporate any water, which is sent out through the lid before coming to the engine compartment.

While the bottom of the housing is in any suitable position, such as a height almost similar to the bottom of the boat hull, such a position around or almost similar to the bottom of the boat is possible. In a preferred embodiment, the bottom of the housing is about several inches below the bottom of the boat hull of the boat to correct or maximize the amount of fresh water entering the water intake of the jet drive unit. In addition, this location will reduce debris gathering and damage to the wild. Of course, it should be understood that this location may differ depending on the configuration of the bottom of the boat. It is believed that the position is optimal because the jet intake is installed in the housing. However, the bottom center of the boat is the optimal depth position of the water intake in the preferred embodiment.

In a preferred embodiment, the steering nozzle of the marine propulsion unit 10, the outlet of the bucket assembly 300, is generally about 30 inches or more below the boat junk 12. This provides the best steering lever, and the large diameter with the waterjet 313 moves a large amount of water to provide a distinct steering response and very little correction. The steering control pressure of the marine propulsion unit 10 is very low and no power steering is required for comfortable boat movement.

Due to the bucket assembly 300, the pushing unit 10 provides a "putting on the brake" capability. When the propulsion unit is shifted in reverse, all the power of the engine and waterjet is applied to stop the boat and reverse. Testing of a 5,000 pound boat equipped with the aforementioned propulsion unit 10 has shown that the boat can be easily stopped completely within 30 times twice the boat length from 30 mph.

The recommended procedure for stopping the outboard propulsion unit 10 is to reduce the engine RPM to about 50 percent and reverse shift. If desired, the engine RPM is increased. In an emergency, the boat can be directly shifted back at any power setting, but can harm the boat passengers.

The available space in the boat is best. The outboard propulsion system and the conventional outboard engines according to the present invention provide characteristic advantages over onboard systems and onboard / outboard systems that require significant space for engines and necessary devices in boats. Even conventional outboard systems are disadvantageous compared to the propulsion unit 10 because it is common to require space in the boat when tilting the profile. In addition, in order to prevent the boat from getting stuck in the following ocean, many outboard systems require notches in the junk to achieve a calibrated propeller depth that requires a second "solid" in the boat. This space causes boat space to be lost.

The propulsion unit 10 does not require space in any boat for such components. The space increase in the boat can be used for any purpose, for example for passengers, fishing lure lifejacks, fishing rod anchors and even lounge decks.

Exceptionally unexpected levels, as the engine 16 is mounted on a vibrating isolator of quality placed within a fiber glass shell, and the housing 13 is mounted on a boat junk using a second system of vibrating isolators. Quietness and comfort are provided. As a result, boat maneuver is more stable and less fatigued.

The internal combustion engine is heated when driven. This engine heating is controlled in some way in the boat. Engine water-cooling systems are designed to remove a significant amount of this heat, but such systems operate at about 160 to 220 degrees Fahrenheit to allow the engine to operate correctly. The heat balance is released convectively and radiates into the air in the engine components. This heat can be unstable in the engine compartment area, especially on hot days. This problem exists in any onboard or UO drive configuration. Ventilation fans and insulation can reduce this problem to some extent but are difficult to eliminate.

The outboard marine engine is mounted under the heavy load behind the boat. Any heat from this engine that is not exposed on board by the water-cooling system is released into the air behind the boat. This gives a clear advantage over all onboard engines over the onboard engine.

The propulsion unit 10 has an additional advantage because it has an engine mounted in a sealed box and the air in the box is generally collected in the engine and exits the outlet in the water. This prevents the passenger from feeling any energy of heating the air in the boat caused by the propulsion unit.

Due to the sealed housing 313, the pushing unit 10 is uniquely designed to have self-buoyancy capability. Since the housing is sealed, it provides flotation. In a practically preferred embodiment, about 250 lbs is raised at about one foot draft, about 500 lbs at about 1.5 ft (18 inch) draft, and about 850 lbs at about 2 ft draft (approximately for marine propulsion units). Total weight). This is a great feature and advantage for any boat, especially valuable on smaller boats with low freeboard dimensions.

Some four-stroke cycle outboards are very heavy, and the extra weight causes the drain to be submerged, and therefore cannot be used in some existing boats. At least one boat manufacturer has to redesign a boat for this heavy engine. Inboard / outboard and onboard systems rely solely on boats to provide flotation. In all these examples, the weight of the propulsion system reduces the boat's cargo capacity and passenger embarking ability.

Due to the floatingness of the housing, the propulsion unit 10 allows the boat to have an inherently more weight carrying capacity, which results in more available space in the boat.

The propulsion unit 10 preferably supplies seawater to the heat exchanger for engine cooling using a stainless steel waterjet propeller. When the propeller rotates, there is water for cooling function. Even if the stainless steel propeller is damaged, there is sufficient water flow to move the boat to provide engine cooling.

High speed marine diesel engines have traditionally been used to solder and attach marine components to truck vehicles or industrial engines themselves. These engines are designed for a variety of marine purposes and are fully equipped with pure water pumps, accessories and transmissions that are not needed for waterjet purposes. This arrangement is complex, which leads to poor reliability, scalability, weight and cost. In a new approach, in addition to the water-cooled exhaust manifolds and special engine mounts, the engine is faithful to the basic basics. All necessary marine components are fitted and secured in the glass fiber housing. Installation problems are greatly reduced due to the quality control procedures existing on the ideal machine and the higher standards imposed by repeated factory assembly. As the unit is a stand-alone system that is self-contained, no boat design, speed requirements and specific consumer requirements affect the engine assembly and installation quality control.

Conventional waterjets are made such that the engine is suitable for the front of the waterjet. Although the jet should be suitable for effective deceleration, most were fixed directly on the engine. This means that due to the engine crankshaft height the jet drive shaft must have an ideal level. If the jet is fitted as close to the bottom of the boat as possible according to the invention, the efficiency will be further increased for the following reasons.

Frictional losses at the inlet and outlet are reduced.

The jet exit is low on the solids and the propulsion line is low. (Low propulsion lines move the moving center of gravity solids that give lower projections under the boat.)

Low propulsion reduces seesawing caused by the reorientation of the nozzle, making the boat more stable, which is reduced at all speeds.

The inlet size is reduced; This increases boat efficiency by reducing the effect of hooking by pushing wide holes in the deadliest parts of the hull.

In most cases, the larger the center of gravity, the faster the boat. This is an important part of the outboard performance advantage (brackets increase this advantage). Since the engine is completely behind the junk, the passenger may be messenger further in the junk, increasing performance. By moving the engine on board, the performance per horsepower is greatly reduced. As engines do the same harder, the need for noise, heat, vibration, fuel use and expansion increases. Moreover, in small jet boats, the undesirable combination of residual center of gravity and propulsion lines is exacerbated by the possibility of air from the bottom that continuously enters the high speed jet (because it is common for jets to be driven at engine speed). Causes a phenomenon.

Internal components and fuel stored therein can be preserved by vaguely repositioning oxygen in a sealed housing with an inert gas. A single sensing system can be installed to easily prove that the housing is left sealed and that no such oxygen is present. This corrects that the conditions of the component are preserved. If the unit needs to be expanded, the air intake and volleyball portions can be opened to the starting mechanism. These systems are used at sea to drive lifeboats, eliminating the need for complete ship renewal and routine cost elimination.

Due to the shallow draft and the added buoyancy of the back of the ship, launching and retrieving the unit in the wave can be considered. The jet is made of stainless steel and can withstand sand and small stones. On the shallow shore, the unit can be launched into a four wheel drive truck and extends from a tow hitch and a wide trailer. This allows for faster life savings as it has not been adopted due to cost issues by conventional land launch lifeboats. Under adverse conditions, this function is difficult to be lifted by water at a certain speed or by a winch on a particular trailer without any serious damage.

Removal of exposed propellers is a preferred system in lifeboat use. In addition to the removal of propellers and any lower units below the bottom of the boat, it reduces collisions and damage from debris and rocks under the boat, especially under emergency rescue operations.

Large diameter jets have sufficient propulsion to manually work lifeboats at low speeds. The test boat satisfies the low speed and exceptional manual operation even in large waves with large loads.

The elimination of high retention components and the simplicity of the design give very high reliability for use in lifeboats. Moreover, the portability of the system provides a propulsion package that can be exchanged quickly as an emergency unit, eliminating the need to refresh the entire boat.

In addition to the simplicity of the unit, durability and scalability have been verified under adverse conditions, and tests have already demonstrated significant advantages over the current overall system. Systems designed for lifeboat operation have increased life, reliability, compact scalability, reduced operating costs, and significant improvements in speed control and stability.

Claims (50)

As a jet pump for outboard propulsion marine engines, Support members; One or more propulsion blades extending helically from the support member; And One or more guide blades extending helically from the support member, Jet pump. The method of claim 1, Each of said one or more pushing blades has a width, A width of each of the at least one guide blade is less than the width of each of the at least one pushing blade, Jet pump. The method of claim 1, Wherein each of the at least one guide blade has a length, the at least one pushing blade has a length, and wherein the length of each of the at least one guide blade is less than the length of each of the at least one pushing blade, Jet pump. The method of claim 1, Each of the guide blades has a leading edge and a tail portion, the pitch of the leading edge being less than the pitch of the tail portion, Jet pump. The method of claim 1, Each of the pushing blades has a leading edge and a tail portion, the pitch of the leading edge being smaller than the pitch of the tail portion, Jet pump. The method of claim 1, The support member is conical, Jet pump. The method of claim 1, The guide blades are disposed on the support member upstream of the propulsion blades, Jet pump. The method of claim 1, Said at least one guide blade defining a plurality of guide blades, said at least one propulsion blade defining a plurality of propeller blades, said at least one guide blade being disposed between two or more of said plurality of propeller blades, Jet pump. The method of claim 7, wherein The plurality of propulsion blades include four or more propulsion blades, Jet pump. The method of claim 2, Wherein each of the at least one guide blade has a length, the at least one pushing blade has a length, and wherein the length of each of the at least one guide blade is less than the length of each of the at least one pushing blade, Jet pump. The method of claim 2, Each of the guide blades has a leading edge and a tail portion, the pitch of the leading edge being smaller than the pitch of the tail portion, Jet pump. The method of claim 2, The guide blades are disposed on the support member upstream of the propulsion blades, Jet pump. The method of claim 4, wherein Each of the pushing blades has a leading edge and a tail portion, the pitch of the leading edge being smaller than the pitch of the tail portion, Jet pump. The method of claim 1, The jet pump, A housing and a water outlet formed within the housing, wherein a stator is disposed in the water outlet downstream of the at least one propulsion blade, the stator having a central member, and a plurality of stator blades of the housing from the central member. A housing and a water outlet, extending radially towards the wall; And A volume reducing member extending from the central member downstream of the plurality of stator blades, the volume reducing member further reducing the volume in the water outlet without substantially interfering with the flow path of water passing from the stator blade; doing Jet pump. A jet pump for an outboard propulsion marine engine for use in a rigid inflatable boat, the pump comprising: Support members; One or more propulsion blades extending helically from the support member; And One or more guide blades extending helically from the support member, Jet pump for outboard propulsion marine engines. The method of claim 15, Each of said one or more pushing blades has a width, A width of each of the at least one guide blade is less than the width of each of the at least one pushing blade, Jet pump for outboard propulsion marine engines. The method of claim 15, Each of the at least one guide blade has a length, the at least one propeller blade has a length, and the length of each of the at least one guide blade is less than the length of each of the at least one propeller blade, Jet pump for outboard propulsion marine engines. The method of claim 15, Each of the guide blades has a leading edge and a tail portion, the pitch of the leading edge being smaller than the pitch of the tail portion, Jet pump for outboard propulsion marine engines. The method of claim 15, Each of the pushing blades has a leading edge and a tail portion, the pitch of the leading edge being smaller than the pitch of the tail portion, Jet pump for outboard propulsion marine engines. The method of claim 15, The support member is conical, Jet pump for outboard propulsion marine engines. The method of claim 15, The guide blades are disposed on the support member upstream of the propulsion blades, Jet pump for outboard propulsion marine engines. The method of claim 15, Said at least one guide blade defining a plurality of guide blades, said at least one propulsion blade defining a plurality of propeller blades, said at least one guide blade being disposed between two or more of said plurality of propeller blades, Jet pump for outboard propulsion marine engines. An outboard jet drive marine propulsion system having a housing and a water outlet formed within the housing, the system comprising: A stator disposed within the water outlet, the stator comprising a central member, the stator having a plurality of blades extending radially from the central member toward the wall of the housing; And A volume reducing member extending from the central member downstream of the plurality of blades, the volume reducing member reducing the volume in the water outlet without substantially interfering with the flow path of water passing from the blades; Outboard jet drive marine propulsion system. The method of claim 23, The system further includes a ring, the ring configured to be received within the housing, the blades extending from the central member to the ring, Outboard jet drive marine propulsion system. The method of claim 23, The housing includes a wall, the blades extending to the wall, and the stator is integrally formed with the housing, Outboard jet drive marine propulsion system. The method of claim 23, The central member is a conical member extending downstream from the blades, Outboard jet drive marine propulsion system. An outboard jet drive marine system for a boat, the system comprising: A housing, the housing having a front and a rear and an upper and a bottom portion, the housing configured to be fixed under the hull of the boat An engine disposed within the housing; And A jet drive unit mounted in the housing and operatively connected to the engine in the housing, the engine having an outlet and cylinders, the turbocharger being operatively connected between the outlet and the cylinders And the turbocharger has a housing for receiving the outlet, the turbine assembly, the outlet rotating the turbine assembly, the turbine assembly providing compressed air to the cylinders, the housing having a diameter Wherein the diameter comprises a jet drive unit, dimensioned to control the exhaust gas volume and speed that optimize the turbine speed of the turbine assembly to reduce back pressure. Outboard jet drive marine system for boats. The method of claim 27, The turbine assembly includes a first turbine disposed within the housing, the turbine rotating in response to discharge from the engine, and as a shaft, wherein the second turbine is disposed within the housing connected to the shaft to provide the second turbine. Wherein said first turbine rotates, an air intake communicates with said second turbine, and said second turbine moves air from said air intake to said cylinders in rotation. Outboard jet drive marine system for boats. The method of claim 27, The engine has an effective horsepower of about 200 horsepower or more, Outboard jet drive marine system for boats. The method of claim 28, The boat is an air inflatable boat, Outboard jet drive marine system for boats. The method of claim 29, The boat is an air inflatable boat, Outboard jet drive marine system for boats. An outboard jet drive marine system for a boat, the system comprising: A housing, an engine disposed within the housing, the engine having an air intake, A jet drive unit operatively coupled to the engine, and A siphon tap provided along an inlet air passage of the engine to suck in a portion of air moving through the engine under pressure, the boat as an air inflatable boat with an air inflatable structure, A pipe defining an air passage from which the pipe extends from the siphon tab to one or more of the air inflatable sections, wherein a controller is disposed in the air passage along the pipe, wherein the controller is configured to have one or more downstream pressure drops below a predetermined level. A siphon tab that opens to allow air expansion to the air inflation portion; Outboard jet drive marine system for boats. The method of claim 32, Wherein the controller releases air in an upstream direction of the air passage if at least one of the air expanded sections exceeds a predetermined amount; Outboard jet drive marine system for boats. A lever control for an outboard jet drive offshore system for a boat, wherein a waterjet exits the outboard jet drive offshore system and moves the boat, the system including a lever assembly movable between a first position and a second position; The lever is operatively coupled to the shift, the shift controls the waterjet direction exiting from the outboard jet drive marine system, and the lever is moved when the lever is moved in a first direction between a first position and a second position. Move the shift in the first direction, cause the waterjet to advance the system in the first direction when the shift is in the first position, and the waterjet in the system when the shift is in the second position To advance in the second direction, Lever control for outboard jet drive offshore systems. The method of claim 34, wherein The lever control unit is operable to the lever to control the speed of the jet when the lever is in the first position and to control the speed of the jet in the second direction when the lever is in the second position. Further comprising an associated throttle, Lever control for outboard jet drive offshore systems. 36. The method of claim 35 wherein The throttle increases the speed of the jet as the lever moves between a second position and a third position, and as the jet moves from the second position to a third position, Lever control for outboard jet drive offshore systems. The method of claim 34, wherein The lever control further includes a jet drive unit and an engine operatively connected to the jet drive unit, the jet drive unit includes an outlet and a bucket, the shift is operatively connected to the bucket, the throttle Is operatively connected to the engine, Lever control for outboard jet drive offshore systems. The method of claim 37, The lever moves the shift to a fourth position located between the second position and the third position, wherein the shift is the force of the waterjet as the bucket advances the system in both the first and second directions. To balance Lever control for outboard jet drive offshore systems. The method of claim 34, wherein The lever is a lever plate, the shift is a shift plate, the lever plate moves the lever in the first direction when the lever rotates in the first direction and the lever when the lever rotates in the second direction. I move in two directions, Lever control for outboard jet drive offshore systems. The method of claim 39, The throttle plate is a throttle plate operatively connected to the lever plate, when the lever plate is in the first position the throttle plate controls the speed of the jet in the reverse direction and the lever plate moves from the second position to the throttle plate. Controlling the velocity of the jet in the forward direction as it moves to a third position, Lever control for outboard jet drive offshore systems. The method of claim 39, Rotation of the shift plate causes the lever plate to selectively rotate the throttle plate as one of the reverse direction and the forward direction, Lever control for outboard jet drive offshore systems. The method of claim 34, wherein The boat is an air inflatable boat, Lever control for outboard jet drive offshore systems. An outboard jet drive marine system for a boat, the system comprising: Jet unit; And A housing, the housing having a front and a rear and an upper and a bottom portion, the housing including a housing configured to be fixed under the hull of the boat, The housing comprising a convex section curved at its bottom in a direction extending from the hull of the boat, in a direction away from the boat for guiding air bubbles away from the jet unit; Outboard jet drive marine system for boats. The method of claim 43, The convex section has a pitch and a centerline, the pitch of the convex portion increasing in a direction away from the centerline, Outboard jet drive marine system for boats. The method of claim 44, The pitch is between 0 ° and 26 °, Outboard jet drive marine system for boats. The method of claim 43, The hull is substantially V-shaped, Outboard jet drive marine system for boats. The method of claim 45, The hull is substantially V-shaped, Outboard jet drive marine system for boats. The method of claim 43, The boat is an air inflatable boat, Outboard jet drive marine system for boats. An outboard jet drive marine system for a boat, the system comprising: Jet unit; And A housing, the housing having a front and a back, and an upper and a bottom portion, the housing including a housing, adapted to be secured under the hull of the boat, The housing includes a centerline, and on each side of the centerline each side includes one or more first steps forming a shelf, wherein the end comprises the boat whose full width of the housing is adjacent to the housing. Narrow enough to remain smaller than Outboard jet drive marine system for boats. The method of claim 49, A pocket is formed in the first stage as an additional end portion in the shelf, the engine is disposed in the housing, the engine includes an outlet, and a vent is formed in the groove and the outlet It is formed to be connected to to guide the gas away from the center line when the engine moves in the reverse direction, Outboard jet drive marine system for boats.

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