Information
-
Patent Grant
-
6273014
-
Patent Number
6,273,014
-
Date Filed
Monday, December 21, 199825 years ago
-
Date Issued
Tuesday, August 14, 200122 years ago
-
Inventors
-
Original Assignees
-
Examiners
- Morano; S. Joseph
- Wright; Andrew D.
Agents
- Knobbe, Martens, Olson & Bear, LLP
-
CPC
-
US Classifications
Field of Search
US
- 114 555
- 114 5551
- 114 5552
- 114 5553
- 114 5554
- 114 5555
- 114 5557
- 440 88
- 440 89
-
International Classifications
-
Abstract
A watercraft includes an improved seat design that allows a rider to better absorb impact shocks with his or her legs as the watercraft bounds over wakes. The seat assembly includes a front seat section and a rear seat section that is sized to accommodate one or more riders in tandem with each rider straddling the seat. The front seat section is narrower than the rear seat section to permit the front rider to place his or her legs more directly in front of him or her. This position improves the rider's comfort and allows the rider to assume a stance in which the rider can better absorb impact shocks on the watercraft. In order to accommodate this seat design, an improved engine component layout is provided so as to reduce the width of the upper end of the engine. The induction and exhaust systems of the engine are laid out on the lower sides of the watercraft, and extend at least partially beneath foot wells that flank the sides of the seat assembly.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates to a small watercraft, and more particularly to the layout of engine components within the watercraft and an associated seat design.
2. Description of Related Art
Personal watercraft have become very popular in recent years. This type of watercraft is quite sporting in nature and carries a rider and possibly one, two or three passengers. A relatively small hull of the personal watercraft commonly defines a rider's area above an engine compartment. An internal combustion engine frequently powers a jet propulsion unit which propels the watercraft. The engine lies within the engine compartment in front of a tunnel formed on the underside of the watercraft hull. The jet propulsion unit is located within the tunnel and is driven by a drive shaft. The drive shaft usually extends between the engine and the jet propulsion device, through a wall of the hull tunnel.
The rider's area usually includes an elongated seat that extends along a longitudinal center line of the watercraft. The seat has a bench-like shape that the rider and passengers can straddle. Foot wells extend along side the seat. The rider and passengers straddle the seat in a tandem fashion with the rider and passengers' legs positioned on the side of the seat and their feet placed within the foot areas.
Generally, the width of the seat not only provides an ample surface upon which the rider and passengers sit, but also provides space in which to locate an upper portion of the engine, including the engine's exhaust and induction systems. U.S. Pat. No. 5,536,189 illustrates an exemplary engine arrangement beneath the seat with the overall width of the seat generally matching the overall width of the engine. The cylinder head, cylinder block, exhaust manifold, exhaust expansion chamber, carburetors, and air intake are all located between the side walls of the seat and beneath the upper cushion of the seat.
While the position of the rider—with his or her feet positioned wide apart and his or her legs straddling the seat—provides good stability, this stance reduces the ability of the rider to absorb with his or her legs impact forces as the watercraft bounds over wakes. In addition, some smaller riders with less height find it uncomfortable to sit in a position with their feet widely spaced apart when straddling the seat.
SUMMARY OF THE INVENTION
A need therefore exists for an improved seat assembly for a watercraft that improves the comfort of the rider and the ability of the rider to absorb shock with his or her legs.
One aspect of the present invention thus involves a watercraft comprising a hull having a lower hull portion and an upper deck portion. An internal combustion engine is located within the hull and has an output shaft. A propulsion device is carried by the hull and is driven by the engine output shaft to propel the watercraft. The upper deck portion of the hull includes a central elongated seat assembly having a front seat section and a rear seat section. The seat sections are positioned about a longitudinal axis of the watercraft hull with a pair of foot areas extending along side the seat assembly. The front seat section is narrower than the rear seat section, and each of the foot areas extends next to at least a portion of both the front and rear seat sections.
In order to provide a more narrow seat design, at least at some locations along the length of the seat, another aspect of the invention involves a modified engine component layout. In one mode, an internal combustion engine of the watercraft is located within the hull and has at least one exhaust port, at least one intake port, and an output shaft. The engine also includes an exhaust system having an expansion chamber arranged to receive exhaust gases from the engine exhaust port. An induction system of the engine communicates with the intake port and including a plenum chamber. At least a portion of the plenum chamber is arranged beneath one of the foot areas, and at least a portion of the expansion chamber is arranged beneath the other foot area, on opposite sides of the seat assembly. This arrangement of engine components narrows the upper end of the engine, so as to permit a narrower seat assembly, in addition to other advantages.
In addition, other components of the engine can also be arranged in order to reduce the width of the engine that extends upward, between the sides of the seat assembly. For instance, the exhaust system of the engine can include a water trap device and an expansion chamber arranged to receive exhaust gases from at least one exhaust port of the engine. The expansion chamber is positioned on one side of a longitudinal center line of the watercraft and the water trap device is located on the other side of the longitudinal center line. An exhaust conduit extends across the longitudinal center line to connect the expansion chamber and the water trap device together. The exhaust conduit includes a section raised relative to at least an upstream section of the exhaust system. A catalytic device is located in the elevated section of the exhaust conduit to treat exhaust gases from the engine before discharge. This position of the catalytic device, apart from the expansion chamber, permits for a smaller diameter size of the expansion chamber without reducing the cross-sectional flow area through the catalytic device.
Further aspects, features, and advantages of the present invention will become apparent from the detailed description of the preferred embodiment which follows.
BRIEF DESCRIPTION OF THE DRAWINGS
The above-mentioned and other features of the invention will now be described with reference to the drawings of a preferred embodiment of the present watercraft. The illustrated embodiment of the watercraft is intended to illustrate, but not to limit the invention. The drawings contain the following figures:
FIG. 1
is a partial sectional, side elevational view of a personal watercraft configured in accordance with a preferred embodiment of the present invention, and illustrates several internal components of the watercraft in phantom;
FIG. 2
is a partial sectional, top plan view of the personal watercraft of
FIG. 1
, and illustrates in phantom a position of a rider seated on a seat assembly relative to an engine of the watercraft;
FIG. 3
is a cross-sectional view of the watercraft of
FIG. 2
taken along line
3
—
3
;
FIG. 4
is a cross-sectional view of the watercraft of
FIG. 2
taken along line
4
—
4
;
FIG. 5
is a sectional view of a flexible coupling within the exhaust system of the watercraft of
FIG. 2
; and
FIG. 6
is an enlarged cross-sectional view of a portion of an exhaust system of the watercraft of
FIG. 2
taken along line
6
—
6
.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
FIGS. 1 through 4
illustrate a personal watercraft
10
which includes a seat design and associated engine component layout configured in accordance with a preferred embodiment of the present invention. Although these features are illustrated in connection with a personal watercraft, they can be used with other types of watercraft as well, such as, for example, but without limitation, small jet boats and the like.
The following describes the illustrated watercraft in reference to a coordinate system in order to ease the description of the watercraft. A longitudinal axis extends from bow to stern and a lateral axis extends from port side to starboard side normal to the longitudinal axis. In addition, relative heights are expressed in reference to the undersurface of the watercraft.
With initial reference to
FIGS. 1 and 2
, the watercraft
10
includes a hull
12
formed by a lower hull section
14
and an upper deck section
16
. The hull sections
14
,
16
are formed from a suitable material such as, for example, a molded fiberglass reinforced resin. The lower hull section
14
and the upper deck section
16
are fixed to each other around the peripheral edges
18
in any suitable manner.
As viewed in the direction from the bow to the stem of the watercraft, the upper deck section
16
includes a bow portion
20
, a control mast
22
and a rider's area
24
. The bow portion
20
slopes upwardly toward the control mast
22
and includes at least one air duct through which air can enter the hull. A hatch cover
26
desirably extends above an upper end of the air duct to inhibit an influx of water into the hull.
A fuel tank
28
is located within the hull
12
beneath the hatch cover
26
. Conventional means, such as, for example, straps, secure the fuel tank
28
to the lower hull
14
. A fuel filler hose (not shown) extends between a fuel cap assembly and the fuel tank
28
. In the illustrated embodiment, the filler cap assembly (not shown) is secured to the bow portion
20
of the hull upper deck
16
to the side and in front of the control mast
22
. In this manner, the fuel tank
28
can be filled from outside the hull
12
with the fuel passing through the fuel filler hose into the tank
28
.
The control mast
22
extends from the bow portion
20
and supports a handlebar assembly
30
. The handlebar assembly
30
controls the steering of the watercraft
10
in a conventional manner. The handlebar assembly
30
also carries a variety of controls of the watercraft
10
, such as, for example, a throttle control, a start switch and a lanyard switch.
A display panel
31
desirably is located in front of the control mast
22
on the bow portion
20
and is orientated to be visible by the rider. The display panel
31
desirably displays a number of performance characteristics of the watercraft, such as, for example, watercraft speed (via a speedometer), engine speed (via a tachometer), fuel level, oil level, engine temperature, battery charge level and the like.
The rider's area
24
lies behind the control mast
22
and includes a seat assembly
32
. In the illustrated embodiment, the seat assembly
32
has a longitudinally extending straddle-type shape that may be straddled by an operator and by at least one, two or three passengers.
As best illustrated in
FIG. 2
, the seat assembly
32
includes a front seat section
34
and a rear seat section
36
. The front seat section
34
has a width D
1
, and the rear seat section
36
has a width D
2
. The width D
2
of the rear seat section
36
is sized to provide a wide enough seating surface for the buttocks of the rider and passengers. That is, the width D
2
is such that an average-sized rider/passenger can comfortably straddle the seat section
36
. In an exemplary embodiment, the seating surface is generally about 18 inches (46 cm) wide.
The front seat section
34
is narrower than the rear seat section
36
(i.e., D
1
<D
2
). The width D
1
of the front seat section
34
is sized such that the rider can generally place his legs directly in front of him without spreading his feet too far apart. In one mode, the width D
1
of the front seat section
34
is about half of the width D
2
of the rear seat section
36
(i.e., D
1
=D
2
/2). The front and rear seat sections
34
,
36
though are both symmetrically positioned relative to a central longitudinal axis of the watercraft hull
12
.
The seat assembly
32
also includes an intermediate seat section
38
positioned between the front and rear seat sections
34
,
36
. The intermediate seat section
38
includes curved sides
40
that form a smooth transition from the front seat section
34
to the rear seat section
36
. As best seen in
FIG. 2
, the width of the fore end of the intermediate seat section
38
, as defined between the sides
40
, generally matches the width D
1
of the front seat section
34
. The sides
40
diverge outward in the lateral direction to gradually increase the width of the intermediate seat section
38
and match the width D
2
of the rear seat section
36
. Each side
40
generally has an elongated S-shape, as seen in
FIG. 2
, for this purpose.
These sections
34
,
36
,
38
of the seat assembly
32
are, at least in principal part, formed by a seat cushion
42
supported by a raised pedestal
44
. The raised pedestal
44
has an elongated shape and extends longitudinally along the center of the watercraft
10
. The sides
46
of the pedestal
44
thus are spaced apart by the desired distance D
1
at the fore end of the pedestal
44
, curve outwardly at the transition section
38
of the seat assembly
32
, and extend generally parallel to each other in an aft-longitudinal direction, while spaced apart by the desired distance D
2
.
The seat cushion
42
desirably is removably attached to a top surface of the pedestal
44
and covers the entire upper end of the pedestal
44
for rider and passenger comfort. The seat cushion
42
has a complementary shape to that of the seat pedestal
44
to form the front, intermediate and rear sections of the seat assembly
32
.
In the illustrated embodiment, the seat cushion
42
has a single piece construction and covers the entire upper surface of the seat pedestal
44
. The seat cushion
42
, however, can be formed in sectional pieces which are individually attached to the seat pedestal
44
. In this manner, one of the sectional pieces of the seat cushion
42
can be removed to expose a portion of the watercraft beneath the seat
42
, without requiring removal of the other sections. For instance, part of the rear seat section
36
can be removable to gain access to a storage compartment located beneath the seat without requiring removal of a front sectional piece of the seat cushion
42
.
An access opening
48
is located on an upper surface of the pedestal
44
. The access opening
48
opens into an engine compartment
50
formed within the hull
12
. The seat cushion
42
normally covers and seals closed the access opening
48
. When the seat cushion
42
is removed, the engine compartment
50
is accessible through the access opening
48
.
The pedestal
44
also desirably includes at least one air duct located behind the access opening
48
. The air duct communicates with the atmosphere through a space between the pedestal
44
and the cushion
42
which is formed behind the access opening
48
. Air can pass through the rear duct in both directions.
The upper deck section
16
of the hull
12
advantageously includes a pair of raised gunnels
52
(
FIG. 2
) positioned on opposite sides of the aft end of the upper deck assembly
16
. The raised gunnels
52
define a pair of foot areas or wells
54
that extend generally longitudinally and parallel to the sides
46
of the pedestal
44
. In this position, the operator and any passengers sitting on the seat assembly
32
can place their feet in the foot areas
54
with the raised gunnels
52
shielding the feet and lower legs of the riders. A non-slip (e.g., rubber) mat desirably covers the foot areas
54
to provide increased grip and traction for the operator and the passengers.
As seen in
FIG. 2
, the foot areas
54
extend into the pedestal
44
and follow the curved walls
46
of the seat pedestal
44
at the intermediate and front seat sections
38
,
34
. A fore section
56
of each foot area
54
thus extends toward the central line of the watercraft, within the outermost side surface of the pedestal
44
(i.e., the portion of the pedestal side surfaces that form the rear seat section
36
), by a distance D
3
, which generally equals half of the difference between the width D
1
of the front seat section
34
and the width D
2
of the rear seat section
36
, i.e., D
3
=(D
2
−D
1
)/2. These fore sections
56
of the foot areas
56
are sized to accommodate the rider's legs and feet when generally positioned directly in front of the rider, as schematically represented in FIG.
2
.
Each foot area
54
also desirably includes an elevated aft section
58
with a step
60
formed between the fore and aft sections
56
,
58
of the foot area
54
. The step
60
preferably is formed at a longitudinal position that generally corresponds to a position of the fore end of the rear seat section
36
along the longitudinal axis.
The lower hull portion
14
principally defines the engine compartment
50
. Except for the air ducts, the engine compartment
50
is normally substantially sealed so as to enclose an engine of the watercraft
10
from the body of water in which the watercraft is operated.
The lower hull
14
is designed such that the watercraft
10
planes or rides on a minimum surface area at the aft end of the lower hull
14
in order to optimize the speed and handling of the watercraft
10
when up on plane. For this purpose, the lower hull section generally has a V-shaped configuration formed by a pair of inclined sections that extend outwardly from a keel line of the hull to the hull's side walls at a dead rise angle. The inclined sections also extend longitudinally from the bow toward the transom of the lower hull
14
. The side walls are generally flat and straight near the stern of the lower hull and smoothly blend towards the longitudinal center of the watercraft at the bow. The lines of intersection between the inclined section and the corresponding side wall form the outer chines of the lower hull section.
Toward the transom of the watercraft, the incline sections of the lower hull
14
extend outwardly from a recessed channel or tunnel
62
that extends upward toward the upper deck portion
16
. The tunnel
62
has a generally parallelepiped shape and opens through the rear of the transom of the watercraft
10
, as seen in FIG.
2
.
In the illustrated embodiment, a jet pump unit
64
propels the watercraft
10
. The jet pump unit
64
is mounted within the tunnel
62
formed on the underside of the lower hull section
14
by a plurality of bolts. An intake duct
66
of the jet pump unit
64
defines an inlet opening that opens into a gullet of the intake duct
66
. The intake duct
66
leads to an impeller housing assembly in which the impeller
68
of the jet pump
64
operates. An impeller housing assembly also acts as a pressurization chamber and delivers the water flow from the impeller housing to a discharge nozzle
70
.
A steering nozzle
72
is supported at the downstream end of the discharge nozzle
70
by a pair of vertically extending pivot pins. In an exemplary embodiment, the steering nozzle
72
has an integral lever on one side that is coupled to the handlebar assembly
30
through, for example, a bowden-wire actuator, as known in the art. In this manner, the operator of the watercraft can move the steering nozzle
72
to effect directional changes of the watercraft
10
.
A ride plate covers a portion of the tunnel
62
behind the inlet opening to enclose the jet pump unit
64
with the tunnel
62
. In this manner, the lower opening of the tunnel
62
is closed to provide a planing surface for the watercraft
10
.
An impeller shaft
74
supports the impeller within the impeller housing of the jet pump unit
64
. The aft end of the impeller shaft
74
is suitable supported and journalled within the compression chamber of the jet pump unit
64
in a known manner. The impeller shaft
74
extends in the forward direction through a front wall of the tunnel
62
and/or through a bulkhead.
An internal combustion engine
76
of the watercraft powers the impeller shaft
74
to drive the impeller
68
of the jet pump unit
64
. As seen in
FIGS. 1 through 3
, the engine
76
is positioned within the engine compartment
50
and is mounted behind the control mast
22
, beneath the seat assembly
32
. In the illustrated embodiment, the engine
76
is arranged within the engine compartment
50
at a longitudinal position behind the front seat portion
34
with an axis of a forward-most cylinder generally corresponding with a fore end of the rear seat section
36
. Vibration-absorbing engine mounts
77
(
FIG. 3
) secure the engine
76
to bosses
79
on the lower hull portion
14
in a known manner. The engine
76
is mounted in approximately a central position in the watercraft
10
.
In the illustrated embodiment, the engine
76
includes three in-line cylinders and operates on a two-stroke, crankcase compression principle. The engine
76
is positioned such that the row of cylinders lies parallel to a longitudinal axis of the watercraft
10
, running from bow to stem. The axis of each cylinder is generally parallel relative to a vertical central plane of the watercraft
10
, in which the longitudinal axis lies. This engine type, however, is merely exemplary. Those skilled in the art will readily appreciate that the present seat design and engine component layout can be used with a variety of engine types having other numbers of cylinders, having other cylinder arrangements (e.g., inclined) and operating on other combustion principles (e.g., four-stroke principle).
As best seen in
FIG. 3
, a cylinder block
78
and a cylinder head assembly
80
desirably form the cylinders of the engine
76
. A piston reciprocates within each cylinder of the engine
76
and together the pistons drive an output shaft
82
(FIG.
1
), such as a crankshaft, in a known manner. A connecting rod links the corresponding piston to the crankshaft
82
. The corresponding cylinder bore, piston and cylinder head of each cylinder forms a variable-volume chamber, which at a minimum volume defines a combustion chamber. A coupling
83
couples the crankshaft
82
to the impeller shaft
74
, as best seen in FIG.
2
.
The crankshaft
82
desirably is journalled with a crankcase, which in the illustrated embodiment is formed between a crankcase member
84
and a lower end of the cylinder block
78
. Individual crankcase chambers of the engine are formed within the crankcase by dividing walls and sealing disks, and are sealed from one another with each crankcase chamber communicating with a dedicated variable-volume chamber.
Each crankcase chamber also communicates with an intake pipe
86
of an induction system
88
of the engine
76
through a check valve (e.g., a reed-type valve). In the illustrated embodiment, the intake pipes
86
are separate from the crankcase and from each other; however, the engine
76
can use an intake manifold equally well, or can integrally form the intake pipes with the crankcase member
84
.
A plurality of charge formers
90
(e.g., a carburetor) of the induction system
88
communicate with inlet ends of the corresponding intake pipes. The charge formers
90
receive fuel from the fuel tank
28
and produces the fuel charge which is delivered to the cylinders in a known manner. An air intake silencer or plenum chamber
92
of the induction system
88
is connected to an air inlet end of a throttle passage of each charge former
90
.
In order to reduce the width of an upper portion of the engine
76
, the intake silencer
92
is arranged at least partially beneath one of the foot areas
54
. In the illustrated embodiment, the intake silencer
92
lies entirely beneath the foot area
54
, as best seen in FIG.
3
. The intake silencer
92
desirably lies at about the same vertical level or above the vertical level of the corresponding check valve (e.g., reed valve) of the engine
76
. The flow path from the air intake silencer
92
, through the charge former
90
and intake pipe
86
and into the corresponding crankcase chamber is along a lateral flow axis that lies generally normal to an axis of the corresponding cylinder. In this manner, the induction system is arranged to extend from the lower side of the engine
76
and does not occupy the space on the upper side of the engine
76
.
An air intake conduit
94
communicates with the intake silencer
92
. The air intake conduit
94
extends upward from the intake silencer
92
, and terminates in a generally upwardly facing opening
95
. In the illustrated embodiment, as best seen in
FIG. 2
, the air intake conduit
94
is arranged on the aft end of the intake silencer
92
and extends inward and upwardly in an inclined manner at a position on the rear side of the engine
76
. The upper end
95
of the air intake conduit
94
thus terminates at a position above the level of the corresponding foot area
54
, as understood from FIG.
3
.
The jet pump unit
64
supplies cooling water through a conduit to an engine cooling jacket. For this purpose, an outlet port is formed on the housing of the pressurization chamber assembly of the jet pump unit
64
. The conduit is coupled to the outlet port and extends to an inlet port to the engine water jacket. In the illustrated embodiment, the inlet port desirably lies at the lower rear end of the engine
76
, either on the cylinder block
78
or on an exhaust manifold
96
(see
FIG. 2
) of the engine
76
which is attached to the cylinder block
78
.
The cooling system of the engine extends through the exhaust manifold
96
, through the cylinder block
78
, about the cylinders, and through the cylinder head assembly
80
. Either the cylinder head assembly
80
or the exhaust manifold
96
can include a coolant discharge port through which the cooling water exits the engine
76
and thence flows through at least a portion of an exhaust system
98
that communicates with the exhaust manifold
96
. In the illustrated embodiment, the cooling jacket about the exhaust manifold
96
communicates with a cooling jacket that communicates with a downstream portion of the exhaust system
98
.
The exhaust system
98
discharges exhaust byproducts from the engine
76
to the atmosphere and/or to the body of water in which the watercraft
10
is operated. As best seen in
FIGS. 1
,
2
and
4
, the exhaust system
98
includes the exhaust manifold
96
that is affixed to the side of the cylinder block
78
and which receives exhaust gases from the combustion chambers through exhaust ports in a well-known manner. For this purpose, the exhaust manifold
96
desirably includes a number of runners equal in number to the number of cylinders. Each runner communicates with the exhaust port(s) of the respective cylinder. The runners of the exhaust manifold
96
thence merge together at a merge point A (
FIG. 2
) to form a common exhaust path that terminates at an outlet end of the manifold
96
.
The exhaust manifold
96
has a dual shell construction formed by an inner wall and an outer wall. As briefly mentioned above, water jacket W is formed between the two walls and communicates with one or more water passages within the engine block
78
or cylinder head
80
. Cooling water therefore flow from the engine block
78
into the water jacket W of the exhaust manifold
96
. This dual wall construction desirably is formed along each runner of the manifold, as well as about the common flow section of the manifold
96
.
An outlet end of the exhaust manifold
96
communicates with an exhaust expansion chamber
100
via a flexible coupling
102
. As best seen in
FIG. 2
, the outlet end of the manifold
96
turns downward to mate with an up-turned inlet end of the expansion chamber
100
.
As best seen in
FIG. 5
, the flexible coupling
102
connects the outlet end of the exhaust manifold
96
to the inlet end of the expansion chamber
100
. The flexible coupling
102
includes an inner, generally tubular flexible member
104
formed of a material capable of withstanding the effects of hot exhaust gases passing through the inner member
104
. In the illustrated embodiment, the inner member
104
is formed of a metallic (e.g., metal alloy) having a generally corrugated shape with an undulating pattern (i.e., having bellows). The inner member
104
has an inner diameter that generally matches that of the exhaust path through the outlet end of the exhaust manifold
96
, as well as that of the inlet to the exhaust path through the expansion chamber
100
. The inner member
104
thus has an outer diameter that is less than the outer diameters of the outlet end of the manifold
96
and the inlet end of the expansion chamber
100
, and does not interfere with the cooling water flow path between these components of the exhaust system
98
.
The ends of the inner member
104
include annular flanges with through-holes. Bolts
106
pass through the holes and thread into the corresponding ends of the exhaust manifold
96
and the expansion chamber
100
. Gaskets or seals desirably are placed between the flanges and the corresponding ends to inhibit leakage of exhaust gases outside the inner member
104
.
An outer flexible member
108
is attached to the exteriors of the exhaust manifold
96
and the expansion chamber
100
, at their respective opposing ends. In the illustrated embodiment, the flexible member
108
is an elastic hose attached to the opposing ends of the manifold
96
and the expansion chamber
100
by conventional hose clamps
109
. Other types of flexible tubing and securement mechanisms can be used as well. As seen in
FIG. 5
, the outer member
108
encloses the inner member
104
to define a cooling jacket W about the inner member
104
. This cooling jacket W receives coolant from the cooling jacket about the manifold
96
, and delivers it to the cooling jacket of the expansion chamber
100
.
With reference to
FIGS. 2 and 4
through
6
, the expansion chamber
100
has a generally tubular shape with an enlarged cross-sectional flow area as compared to the exhaust manifold
96
to allow the exhaust gases to expand and silence, as known in the art. A thick-wall, which is defined between an inner surface and an outer surface, forms the tubular shape of the exhaust chamber
100
. The inner surface defines the exhaust flow passage through the exhaust chamber
100
. A plurality of water passages W (
FIG. 5
) extend along side the flow passage through the thick wall of the exhaust chamber
100
. The water passages W desirably are spaced about the inner surface
104
and communicate with the cooling jacket of the flexible coupling
102
.
The expansion chamber
100
is secured to the lower hull portion
14
in the illustrated embodiment, as best seen in
FIG. 6
; however, it is understood that the expansion chamber
100
can in addition or in the alternative be secured to the engine
76
or to the upper deck
16
. Securing the expansion chamber
100
to the lower hull portion
14
though simplifies the assembly process.
With reference to
FIG. 6
, the lower hull portion
14
includes an inner boss
110
that has a generally semi-cylindrical indentation that forms a cradle
112
. An elastic insulation layer
114
lines the surface of the cradle
112
with the expansion chamber
100
set on top of the insulation layer
114
. Desirably, this layer
114
generally thermally and vibrationally decouples the expansion chamber
100
from the lower hull portion
14
. One or more elastic straps
116
, which are secured to the lower hull portion
14
by bolts
118
, hold the expansion chamber
100
within the cradle
112
.
At least a portion of the expansion chamber
100
lies beneath the corresponding foot area
54
. In this position, as understood from
FIGS. 2 and 3
, the exhaust flow path from the engine
76
extends downward and outward proximate to the lower end of the engine
76
so as to reduce the lateral width of the engine between the side walls
46
of the pedestal
44
. In the illustrated embodiment, the expansion chamber
100
lies almost entirely beneath the corresponding foot area
54
on a side of the longitudinal center opposite of the induction system
88
. Thus, as seen in best seen in
FIG. 3
, these components
88
,
98
of the engine
76
do not extend next to or above the upper portion of the engine
76
so as to enable a narrowed front seat section
34
and a tapering intermediate seat section
38
.
An exhaust pipe
120
connects to an outlet of the expansion chamber
100
and extends across the longitudinal axis of the watercraft
10
. In the illustrated embodiment, the exhaust pipe
120
lies behind the engine
76
and extends over the tunnel
62
. In particular, as best seen in
FIG. 6
, the exhaust pipe
120
includes a first upstanding section
122
, an intermediate section
124
and a second upstanding section
126
. The first upstanding section
122
extends upward from the expansion chamber
100
. The intermediate section
124
extends laterally (and generally horizontally) over the tunnel
62
. A bracket
128
, which is mounted onto the upper surface of the tunnel
62
, desirably supports this section
124
of the exhaust pipe
120
. The second upstanding section
126
of the exhaust pipe
120
communicates with an opposite end of the intermediate section
124
and lies on the other side of the longitudinal axis. The second upstanding pipe
126
communicates with a water trap device
130
. The resulting generally inverted U-shape forms a “goose-neck” section in the exhaust pipe
120
that functions to inhibit water flow through the exhaust passage toward the engine
76
.
The exhaust system
98
also includes a catalytic device
132
. The catalytic device
132
desirably includes a catalyst bed to convert at least a portion of the exhaust gases into harmless gases (e.g., carbon dioxide and water). The catalyst bed lies within the exhaust gas flow through the exhaust pipe intermediate section
124
at a position that mandates that all exhaust gases must pass through the catalyst. The catalyst
132
reduces the emissions of hydrocarbons and other exhaust byproducts (e.g., carbon monoxide and oxides of nitrogen) from the watercraft engine.
For this purpose, the catalyst bed is formed of a catalytic material, which is designed to render harmless either all or some of the exhaust byproducts. For example, the catalyst bed can be made of a metal catalyst material, such as, for example, platinum. The catalyst bed, however, can be made of different types of catalytic materials for treating different exhaust byproducts or lubricant.
The catalyst bed, in the illustrated embodiment, takes the form of a honeycomb-type catalyst bed. A tubular shell desirably supports the catalyst bed with an annular flange (not shown) supporting the shell. The flange is held between the corresponding ends of the exhaust pipe
120
that are separated at the center of the intermediate section
124
. Bolts can secure together the juxtaposed ends of the exhaust pipe
120
with the flange interposed therebetween.
The exhaust pipe
120
desirably includes a cooling jacket that surrounds at least the catalytic device
132
. The cooling jacket can receive coolant from the coolant jacket surrounding the expansion chamber
100
or from another source (e.g., directly from the jet pump unit
64
). The coolant jacket desirably discharges coolant into the exhaust system
98
at a point downstream of the catalytic device
132
. For example, the coolant can be discharged into the exhaust gas flow through the second upstanding section
126
of the exhaust pipe just upstream of the water trap
130
.
With reference to
FIGS. 1 and 4
, the outlet end of the exhaust pipe
120
is connected to an inlet section of the water trap device
130
. The water trap device
130
also lies within the watercraft hull
12
on the same side of the tunnel
62
as the second upstanding section
126
of the exhaust pipe
120
. As best seen in
FIG. 4
, at least a portion of the water trap device
130
is located beneath the corresponding foot area
54
. Conventional strap couplings secure the water trap
130
to the lower hull portion
14
.
The water trap device
130
has a sufficient volume to retain water and to preclude the back flow of water to the expansion chamber
100
and the engine
76
. Internal baffles within the water trap device
130
help control water flow through the exhaust system
98
.
An exhaust discharge pipe
134
extends from an outlet section of the water trap device
130
and wraps over the top of the tunnel
62
to a discharge end
136
. The discharge end
136
desirably opens into the tunnel
62
or through the transom of the watercraft
10
at an area that is close to or actually below the water level with the watercraft
10
floating at rest on the body of water.
The foregoing description of the exhaust and induction systems
88
,
98
of the engine
76
provide for an engine layout that extends more in a lateral direction at the lower end of the engine, than in a vertical direction. As a result, the upper end of the engine
76
is narrowed in comparison to conventional engine designs for small watercraft. This arrangement permits a seat assembly with a narrowed section so as to improve the rider's ability to absorb impact shocks on the watercraft with his or her legs.
Although this invention has been described in terms of a certain preferred embodiment, other embodiments apparent to those of ordinary skill in the art are also within the scope of this invention. Accordingly, the scope of the invention is intended to be defined only by the claims that follow.
Claims
- 1. A watercraft comprising a hull having a lower hull portion and an upper deck portion, an internal combustion engine located within the hull and having an output shaft, a propulsion device carried by the hull and driven by the engine output shaft to propel the watercraft, the upper deck portion including a central elongated seat assembly having an operator's seating surface positioned about a longitudinal axis, a pedestal having a first portion supporting the operator's seating surface and a second portion disposed forward from the operator's seating surface, and a pair of foot areas, the second portion of the seat pedestal being narrower than the first portion, and each of the foot areas extending next to at least a portion of both the first and second portions of the pedestal.
- 2. A watercraft as in claim 1, wherein the second portion of the pedestal is located generally forward of the engine.
- 3. A watercraft as in claim 2, wherein the second portion of the pedestal includes curved side surfaces that diverge in a lateral direction toward an aft end of the watercraft, and form a smooth transition with the first portion of the pedestal supporting the operator's seating surface.
- 4. A watercraft as in 3, wherein the foot areas extend next to the curved side surfaces of the second portion.
- 5. A watercraft as in claim 2, wherein a lateral width of the second portion is less than a lateral width of the engine.
- 6. A watercraft as in claim 5, wherein the engine includes an induction system and an exhaust system, and at least part of one of the induction and exhaust systems is located beneath one of the foot areas.
- 7. A watercraft as in claim 1, wherein the engine includes an induction system having a plenum chamber that is located at least partially beneath one of the foot areas.
- 8. A watercraft as in claim 7, wherein the foot area includes a front section and an elevated rear section, and at least a portion of the plenum chamber is located beneath the rear section of the corresponding foot area.
- 9. A watercraft as in claim 1, wherein the engine includes an exhaust system having an expansion chamber that is located at least partially beneath one of the foot areas.
- 10. A watercraft as in claim 9, wherein the foot area includes a front section and an elevated rear section, and at least a portion of the expansion chamber is located beneath the rear section of the corresponding foot area.
- 11. A watercraft as in claim 9, wherein the expansion chamber is attached to a portion of the hull.
- 12. A watercraft as in claim 9, wherein an exhaust pipe of the exhaust system extends in a lateral direction across a longitudinal axis of the hull, the exhaust pipe including a section elevated relative to the expansion chamber, and a catalytic device located in the elevated section of the exhaust pipe.
- 13. A watercraft as in claim 1 additionally comprising a rear seat section positioned rearward from the first portion of the pedestal, a lateral width of the rear seat section being dimensioned so as to permit a passenger of the watercraft to straddle the rear seat section with the passenger's feet placed in the foot areas on the sides of the rear seat section.
- 14. A watercraft as in claim 1, wherein each of the foot areas includes a step located rearword of the front seat section.
- 15. A watercraft comprising a hull having a lower hull portion and an upper deck portion, an internal combustion engine located within the hull and having at least one exhaust port and an output shaft, the hull defining a tunnel with a downwardly facing inlet, a propulsion device mounted in the tunnel and driven by the engine output shaft, an exhaust system including a water trap device and an expansion chamber arranged to receive exhaust gases from the engine exhaust port, the expansion chamber positioned on one side of a longitudinal center line of the watercraft and the water trap device located on the other side of the longitudinal center line, an exhaust conduit extending across the longitudinal center line to connect the expansion chamber and the water trap device together, the exhaust conduit including a section raised relative to at least an upstream section of the exhaust system and extending over the tunnel, and a catalytic device located in the elevated section of the exhaust conduit over the tunnel to treat exhaust gases from the engine before discharge.
- 16. A watercraft comprising a hull having a lower hull portion and an upper deck portion, the upper deck portion including an elongated seat assembly an a pair of foot areas located on the sides of the seat assembly, an internal combustion engine located within the hull and having at least one exhaust port, at least one intake port, and an output shaft, a propulsion device driven by the engine output shaft, the engine including an exhaust system including an expansion chamber arranged to receive exhaust gases from the engine exhaust port, and an induction system communicating with the intake port and including a plenum chamber, at least one of the expansion chamber and the plenum chamber being arranged substantially beneath one of the foot areas.
- 17. A watercraft as in claim 16, wherein the induction system includes an intake duct connected to the plenum chamber, and the intake duct extends upwardly.
- 18. A watercraft as in claim 17, wherein at least a part of an upper end of the intake duct is arranged higher than the foot area beneath which the plenum chamber is located.
- 19. A watercraft as in claim 17, wherein the foot area above the plenum chamber includes a step.
- 20. A watercraft as in claim 16, wherein the induction system includes at least one intake pipe that extends in a lateral direction, generally normal to a rotational axis of the engine output shaft.
- 21. A watercraft as in claim 16, wherein the exhaust system includes an exhaust manifold communicating with the exhaust port of the engine, and the exhaust manifold arranged to guide exhaust gases generally in a lateral direction toward the expansion chamber.
- 22. A watercraft as in claim 21, wherein the exhaust system includes a flexible coupling that connects the exhaust manifold and the expansion chamber together.
- 23. A watercraft as in claim 16, wherein the expansion chamber is secured to a portion of the hull.
- 24. A watercraft as in claim 16, wherein the foot area, which extends above the expansion chamber, includes a step that is located forward of the expansion chamber.
- 25. A watercraft as in claim 16, wherein the exhaust system includes a laterally extending exhaust pipe connected to the expansion chamber, the exhaust pipe including an elevated section, and a catalytic device located within the elevated section of the exhaust pipe.
- 26. A watercraft as in claim 25, wherein the seat assembly includes a narrowed section arranged generally forward of the front end of the engine.
- 27. A watercraft according to claim 15 additionally comprising a bracket supported by the tunnel, the bracket supporting the elevated section of the exhaust conduit.
- 28. A watercraft according to claim 15, wherein the elevated section of the exhaust conduit extending over the tunnel is “U” shaped.
- 29. A watercraft according to claim 28 additionally comprising an enlarged portion of the elevated section of the exhaust conduit, the catalytic device being disposed in the enlarged portion.
- 30. A watercraft according to claim 29 additionally comprising an upstream portion of the elevated exhaust conduit being upstream from the catalytic device and a downstream portion of the elevated exhaust conduit being downstream from the catalytic device, the upstream and downstream portions having a smaller diameter than a diameter of a portion of the elevated exhaust conduit containing the catalytic device.
- 31. A watercraft according to claim 15, wherein the catalytic device is positioned rearward from the internal combustion engine.
Priority Claims (1)
Number |
Date |
Country |
Kind |
9-351443 |
Dec 1997 |
JP |
|
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Oct 1994 |
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Kobayashi |
Aug 1995 |
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