Patent Grant
7802530
The present application is based on and claims priority under 35 U.S.C. §119(a-d) to Japanese Patent Application No. 2006-278440, filed on Oct. 12, 2006, the entire contents of which is expressly incorporated by reference herein.
1. Field of the Inventions
The present inventions relate to boats that can be steered by pivoting a steering nozzle in accordance with an operation of a steering handle unit.
2. Description of the Related Art
The heading of boats, such as jet-powered type boats, can be changed at the desire of the operator by the movement of a steering handle unit on the watercraft. For example, a personal watercraft is one of these types of boat. Personal watercraft typically also have a throttle lever adjacent to a grip of the steering handle unit. The throttle lever is used to control the power output of the engine.
The engine of a jet type boat drives a jet pump which draws water in and discharges the water rearwardly to generate a propulsion force. A steering nozzle is disposed at a rear end of the jet pump. In accordance with the operation of the steering handle unit, the steering nozzle pivots to change a direction of the water discharged from the jet pump. The traveling direction of the vehicle body thus can be changed.
A conventional steering pump for a personal watercraft such as that described above, has a push-pull cable connecting the steering handle unit with the steering nozzle. More particularly, the steering nozzle is disposed at the nozzle opening of the jet pump and is mounted for pivotal movement about a vertical axis. When the push-pull cable is pushed or pulled in accordance with the operation of the steering handle unit, the steering nozzle is directed rightward or leftward in a generally horizontal plane. Because the steering handle unit and the steering nozzle are directly connected to each other through the push-pull cable, in the conventional personal watercraft, the steering ratio (which is a ratio of a steered angle of the steering nozzle relative to a steering angle of the steering angle) is constant over the entire range of movement, regardless of the speed of the personal watercraft.
The water jet passing through the steering nozzle in an upper speed range of operation can be more powerful than under other conditions. Because of the difference in the force resulting from a higher speed water jet in contrast to a lower speed water jet, and because of the direct connection through the push-pull cable, the steering loads during operation at higher speeds and lower speeds are inevitably different from each other.
In addition, the push-pull cable systems extending between the steering handle unit and the steering nozzle cannot be bent around sharp corners, which thus requires special routing and the allocation of more space for routing of these cable or cables. In other words, the push-pull cable needs to be laid as straightly as possible. If the push-pull cable is laid under a preferable, non-bent condition, the space available for positioning other devices or components becomes limited. Thus, the use of push-pull cables makes it more difficult to effectively use the space inside of an engine room of a boat.
An aspect of at least one of the embodiments disclosed herein includes the realization that, for personal watercraft utilizing the push-pull cable system to control the steering nozzle, the steering ratio, i.e., the angle of the steering handle unit relative to the steering nozzle, cannot be adjusted during the operation of the personal watercraft for varying speeds of the personal watercraft. One way to control the steering ratio of the personal watercraft relative to the speed of the watercraft is to use control device and an actuator in communication with a steering handle unit and a speed sensor unit to control the steering nozzle of the personal watercraft.
Thus, in accordance with an embodiment, a personal watercraft can have a steering handle unit and a steering nozzle configured to pivot in accordance with an operation of the steering handle unit to change a traveling direction of a body of the personal watercraft. The personal watercraft can comprise a steering position sensor configured to detect a steering angle of the steering handle unit, an actuator configured to pivot the steering nozzle to change a steered angle thereof, a running speed sensor configured to detect a running speed of the vehicle body. A control device can be configured to determine an operational amount of the actuator based upon a detection amount of the steering position sensor, a detection amount of the running speed sensor, and a preset steering ratio that is dependant on the steering angle of the steering handle unit and the running speed of the vehicle body, and to control an operation of the actuator in response to the operational amount so as to pivot the steering nozzle.
In accordance with another embodiment, a personal watercraft can have a steering handle unit and a steering nozzle pivoting in accordance with an operation of the steering handle unit to change a traveling direction of a body of the personal watercraft. The watercraft can comprise a steering position sensor configured to detect a steering angle of the steering handle unit. An actuator can be arranged to pivot the steering nozzle to change a steered angle thereof. A running speed sensor configured to detect a running speed of the vehicle body. Additionally, a control device configured to control the actuator based upon a detection amount of the steering position sensor and a detection amount of the running speed sensor so as to pivot the steering nozzle to a steered angle, the control device being configured to control the actuator so as to limit the steered angle of the steering nozzle to a maximum amount that changes based on the running speed of the body when the steering handle unit is turned all the way to the left or all the way to the right.
In accordance with yet another embodiment, a method can be provided for controlling a traveling direction of a body of a personal watercraft relative to a running speed of the body of the personal watercraft. The method can comprise detecting a steering angle of a steering handle unit of the personal watercraft with a steering position sensor. The method can also include detecting a running speed of the vehicle body with a running speed sensor and pivoting a steering nozzle with an actuator that is controlled by a control device configured to determine an operational amount of the actuator based upon a detection amount of the steering position sensor, a detection amount of the running speed sensor, and a steering ratio preset with reference to the steering angle of the steering handle unit and the running speed of the vehicle body, and to control an operation of the actuator based on the operational amount so as to pivot the steering nozzle.
The above-mentioned and other features of the inventions disclosed herein are described below with reference to the drawings of preferred embodiments. The illustrated embodiments are intended to illustrate, but not to limit the inventions. The drawings contain the 10 Figures:
A fuel tank 13 can be disposed inside the bottom section of the vehicle body 10 at the front portion of the vehicle body 10 to contain fuel. An engine 14 can be disposed inside of the bottom section of the vehicle body 10 at a center portion of the vehicle body 10.
A propulsion unit 15 can be disposed at the lateral center of the rear end section of the vehicle body 10. The propulsion unit 15 can be coupled with the engine 14 through an impeller shaft 15a. The impeller shaft 15a can be formed of a single shaft or a plurality of shafts connected together with splined connectors, for example.
A steering nozzle 16 can be mounted to the rear end portion of the propulsion unit 15. The steering nozzle 16 can be electrically connected to the steering handle unit 11. The steering nozzle 16 can be configured to pivot selectively rightward and leftward in accordance with the operation of the steering handle unit 11 to change the traveling direction of the personal watercraft A rightward or leftward. The control of the steering nozzle 16 is described in further detail below.
An intake device 17 and an exhaust device 18 can be connected to the engine 14. The intake device 17 can be configured to deliver an air/fuel mixture to the engine 14 of air and the fuel supplied from the fuel tank 13. The exhaust device 18 can be configured to guide exhaust gases coming from the engine 14 to an external location at the rear end section of the vehicle body 10.
The air/fuel mixture can be introduced into the engine 14 through an intake opening (not shown) communicating with the intake device 17. The intake device 17 can include an intake conduit 17a connected to the engine 14, a throttle body 17a connected to an upstream end of the intake conduit 17a and so forth. However, other configurations can also be used.
The exhaust gases can be discharged from the engine 14 through an exhaust opening (not shown) communicating with the exhaust device 18. The exhaust device 18 can include an exhaust conduit 18a connected to the engine 14, a water-lock connected to a rear portion of the water-lock and an exhaust pipe.
During operation, the air/fuel mixture supplied to the engine 14 through the intake opening is ignited by an ignition device of the engine 14 to burn. With the air/fuel mixture being burned, pistons (not shown) reciprocally move within the engine 14. The reciprocal movement of the pistons rotates a crankshaft 14a. The crankshaft 14a is coupled with the impeller shaft 15a. Thus, the power of the engine 14 is transmitted to the impeller shaft 15a, i.e., the power of the engine 14 rotates the impeller shaft 15a.
A rear end portion of the impeller shaft 15a can be coupled with an impeller (not shown) disposed inside of the propulsion unit 15. The impeller rotates to generate thrust for moving the personal watercraft A. For example, the propulsion unit 15 can have a water intake opening at the bottom of the vehicle body 10 and a discharge nozzle that opens at the stern thereof. The rotation of the impeller spouts out or “jets” the seawater out through the discharge nozzle to generate thrust.
The throttle body can have a throttle valve 19 (see
The fuel supplied from the fuel tank 13 through a fuel supply device (not shown) can be mixed with the air supplied to the engine 14. A throttle lever 19a can be disposed adjacent to one of grips 11a of the steering handle unit 11. The throttle lever 19a can have a lever body pivotally supported by the steering handle unit 11. The lever body can be pulled toward or released away from the cylindrical surface of the grip 11a. The throttle valve 19 can thus move between the opened position and the closed position in accordance with the operation of the throttle lever 19a. The throttle lever 19a can be connected to the throttle valve 19 through a mechanical linkage or with an electronic control system.
As shown in
The steering shaft 21 can pivot in accordance with the operation of the steering handle unit 11. The reaction force motor 22 can be coupled with a bottom end of the steering shaft 21. The reaction force motor 22 can operate in accordance with a running speed of the vehicle body 10 to generate certain resistance (reaction force) against the rotational movement of the steering shaft 21.
Additionally, in some embodiments, a running speed sensor 29 can be disposed at a bottom end of the stern of the vehicle body 10 and can be configured to output a signal corresponding to a speed of the vehicle body 10. The reaction force motor 22 can be configured to operate in response to a detection amount of the running speed sensor 29. In some embodiments, the vehicle speed can be estimated based on other parameters, for example, the engine speed. However, other techniques can also be used to determine the vehicle speed.
A steering shaft bearing 23, which can be fixed to the deck 10a, and a slide support 24 together can support the steering shaft 21 for pivotal movement about an axis of the shaft 21. The steering shaft bearing 23 can have a cylindrical steering shaft insert section 23a through which the steering shaft 21 can extend and a flanged attaching section 23b formed at a top end of the insert section 23 to extend outward.
The steering shaft insert section 23a of the steering shaft bearing 23 can be inserted into an aperture 10c defined in the deck 10a so that the attaching section 23b can be positioned on the top surface of the deck 10a. The attaching section 23b can be fixed to the deck 10a by fastening members. For example, bolts 25a and nuts 25b can be used to attach the steering shaft bearing 23 to the deck 10a.
The slide support 24 can have a cylindrical steering shaft slide contact section 24a and a flanged limiter section 24b. The steering shaft 21 can slidably contact the inner surface of the slide contact section 24a. The limiter section 24b can be formed at the top end of the slide contact section 24a to restrain the slide support 24. The slide support 24 can be attached to the steering shaft bearing 23 by inserting the steering shaft slide contact section 24a into the steering shaft insert section 23a and positioning the limiter section 24b on the top surface of the attaching section 23b.
In some embodiments, the steering position sensor 27 can be positioned in the bottom end portion of the steering shaft insert section 23a. The steering position sensor 27 can be positioned relative to a particular location on the cylindrical surface of the steering shaft 21 can be configured to detect a steering angle (operation amount) of the steering shaft 21.
As shown in
A top end of a rotary shaft 22a of the reaction motor 22 has an engaging projection 22b which can be engaged with the engaging recess 21a. When the engaging projection 22b engages with the engaging recess 21a, the reaction force motor 22 can be coupled with the steering shaft 21. The rotary shaft 22a and the engaging projection 22b synchronously pivot with the steering shaft 21 about an axis of the rotary shaft 22a. As shown in
As shown in
Additionally, in some embodiments, the control device 30 can be configured to control the actuator 32 based upon a correlation between the detection amount of the steering position sensor 27 and a detection amount of the running speed sensor 29. For example, the graph of
However, other configurations can also be used. The actuator 32 can be positioned adjacent to the steering nozzle in the rear portion of the vehicle body 10.
The horizontal axis of the graph of
In some embodiments, with reference to
As illustrated in
If the steering handle unit 35 and the steering nozzle 36 were connected to each other through a push-pull cable 37 as shown in
As noted above, in some embodiments, the control device 30 can be also connected to the reaction force motor 22 to control the operation of the reaction force motor 22 based upon the detection amount of the running speed sensor 29. Through the reaction force motor 22, resistance can be generated whenever the steering handle unit 11 is operated and the operability of the steering handle unit 11 can be improved by the reaction force motor 22.
In some embodiments the control device 70 can be configured such that the resistance generated by the reaction force motor 22 becomes larger as the running speed of the vehicle body 10 becomes higher. Therefore, the operation of the steering handle unit 11 in a high speed range can be stabilized by the reaction force motor 22. However, other configurations can also be used.
In the above configuration, the steering handle unit 11 requires less force to pivot the steering handle unit 11 than is required for operating a conventional steering handle unit 35 attached to a steering handle nozzle 36 by the push-pull cable 37 (
To control the engine 14, the control device 30 moves the throttle valve 19 between the opened position and the closed position by controlling the rotational position of the throttle lever 19a. That is, an operation amount detecting sensor (not shown) can be disposed adjacent to the throttle lever 19a to detect the operation amount of the throttle lever 19a. The control device 30 can be configured to move the throttle valve 19 between the opened position and the closed position in accordance with a detection amount of the operation amount detecting sensor. The control device 30 can also be configured to move the throttle valve 19 to the opened position to make the output of the engine 14 larger when the steering angle of the steering handle unit 11 detected by the steering position sensor 27 becomes larger than a preset amount even though the throttle lever 19a is not operated.
When the throttle lever 19a is not operated, the engine 14 is under an idling condition and the personal watercraft A moves slowly. In this state, the rider can operate the steering handle unit 11 to make the steering angle larger than the preset amount so as to provide the personal watercraft A with additional thrust without operating the throttle lever 19a. This is useful when the personal watercraft leaves from or approaches the shore. That is, an operator of the personal watercraft can leave from or approach the shore more easily by operating the steering handle unit 11 to adjust thrust. However, other configurations can also be used.
The actuator 32 of the personal watercraft A can be positioned adjacent to the steering nozzle 16. The steering position sensor 27 and the actuator 32 can be connected to each other through the control device 30 and wirings. Because the constraints regarding the routing of electrical wirings are less onerous than with push-pull cables or other connectors, it is not necessary to dedicate any particular spaces in the interior of the engine compartment to accommodate the wires, as is required for the push-pull cables. This is partly because electrical wirings can be bent to a greater extent than the push-pull cables without affecting their operability. Thereby, the engine 14, the intake device 17, the exhaust device 18, and other components can be arranged in the engine room without this restriction.
In the structures described above, when the rider runs the personal watercraft A, first, the rider needs to turn on a switch (not shown) disposed adjacent to the steering handle unit 11 to bring the personal watercraft A to a starting state for running. Then, the rider grasps the grips 11a and operates the throttle lever 19a with his or her fingers to pull the throttle lever 19a toward the grip 11a. Thereby, the throttle valve 10 is moved toward the opened position in accordance with the operational amount of the throttle lever 19a.
In this configuration, as the throttle lever 19a is pulled closer to the grip 11a, the opening of the throttle valve becomes larger and the personal watercraft A runs at a higher speed. Conversely, as the throttle lever 19a is released and moves away from the grip 11a, the opening of the throttle valve becomes smaller and the personal watercraft A runs at a lower speed. Also, when the rider turns the steering handle unit 11 while pulling the throttle lever 19a toward the grip 11a, the personal watercraft A advances in the direction in accordance with a response to the operation of the steering handle unit 11. In this manner, the actuator 32 operates in accordance with the steering angle of the steering handle unit 11 to move the steering nozzle 16 rightward or leftward. The running direction of the personal watercraft thus can be changed.
When the rider of the personal watercraft A starts to move near the shore, the rider can release the throttle lever 19a to allow the throttle lever 19a to be placed at the farthest position from the grip 11a so as to bring the engine 14 to an idling state. The rider can also turn the steering handle unit 11 clockwise or counterclockwise until the steering angle becomes larger than the preset angle. Thereby, the engine 14 starts to increase in speed. Accordingly, the personal watercraft A can leave from the shore at a low speed only with the simple operation of the steering handle unit 11.
Because, in some embodiments, the steering ratio becomes larger in the low speed running range, the steered angle of the steering nozzle can be large relative to the operation amount of the steering handle unit 11. The personal watercraft thus can be precisely steered under such a low speed running condition. The operability of the steering handle unit 11 is improved, accordingly.
When the personal watercraft A runs in a normal range of running speeds, as in those represented by the line segment of curve “a” of
As described above, the actuator 32 can be electrically connected to the steering position sensor 27 (which detects the steering angle of the steering handle unit 11), and can pivot the steering nozzle 16. Therefore, because the actuator 32 is electrically connected as opposed to mechanically connected to the steering nozzle 16, the force of the water on the steering nozzle 16 is not transmitted to the steering handle unit 11. However, in some embodiments, a load of the steering handle unit 11 can be adjusted regardless of the running speed of the personal watercraft A. Also, because no space is necessary for laying the push-pull cable 37 in the engine room, any devices and components such as, for example, the engine 14 can be arranged in the engine room mostly without any restrictions. The engine room thus can be effectively used.
Because the steering ratio can be varied in accordance with the steering angle and the running speed, the operation of the steering handle unit 11 and the rotational movement of the steering nozzle 16 can be made in suitable fashions for the lower speed running conditions, for intermediate speed running conditions and for higher speed running conditions. In addition, because of the operation of the reaction force motor 22, the resistance can be added to the steering handle unit 11 in accordance with the running speed.
A press portion 42a projects from a peripheral end of the support section 42 to extend outwardly. The press portion 42a rotates in a range of rotation. Load sensors 43 and 44 are positioned at both ends of the rotational range. Each load sensor 43 or 44 has a contact piece 43a or 44a at an end thereof.
When the steering shaft 41 pivots about an axis thereof by an angle closer to the maximum angle in a right or left direction, the press portion 42a of the support section 42 and the contact piece 43a of the load sensor 43 or the contact piece 44a of the load sensor 44 come into contact with each other. The load sensors 43 and 44 can be connected to the control device 30.
The control device 30 receives a signal indicative of a load generated when the press portion 42a presses the contact piece 43a of the load sensor 43 or the contact piece 44a of the load sensor 44 and controls the operation of the engine 14 based upon the load. However, other configurations can also be used. Depending on the type of engine used, the control device 30 can alter the operation of the engine by any suitable technique for adjusting the power output of the engine such as by adjusting the ignition timing, adjusting an intake air amount by adjusting the throttle valve position, for example or, for a diesel engine, adjusting the fuel intake amount.
The map data stored in the RAM 30c of the personal watercraft can further include a mode for controlling the condition of leaving from and approaching the shore (leaving and approaching mode) which is indicated by the dashed line “c” of
When leaving and approaching the shore, the steering nozzle can pivot by the angle which can be large enough to compensate for a lack of a thrust at the low speed. Other features of the structure of this personal watercraft of this embodiment are the same as those of the personal watercraft A in the embodiment described above. Accordingly, the same features are assigned with the same numbers and symbols and will not be described repeatedly.
In this embodiment, when the personal watercraft starts to move near the shore, the rider releases the throttle lever 19a to bring the engine 14 to an idling state. Then, the rider turns the steering handle unit 11 clockwise or counterclockwise so that the press portion 42a of the support section 42 contacts with the contact piece 43a of the load sensor 43 or the contact piece 44a of the load sensor 44. Thereby, because the output of the engine 14 increases, the personal watercraft can leave from the shore only with the simple operation of the steering handle unit.
In this configuration, because the steering ratio is set to be larger than that indicated by the curve “a” of
The personal watercraft is not limited to the embodiments discussed above and can include other embodiments, modifications and alternatives. For example, the data for setting the steering ratio used in the present inventions is not limited to the map data of
Although these inventions have been disclosed in the context of certain preferred embodiments and examples, it will be understood by those skilled in the art that the present inventions extend beyond the disclosed embodiments to other alternative embodiments and/or uses of the inventions and obvious modifications and equivalents thereof. In addition, while several variations of the inventions have been shown and described in detail, other modifications, which are within the scope of these inventions, will be readily apparent to those of skill in the art based upon this disclosure. It is also contemplated that various combination or sub-combinations of the specific features and aspects of the embodiments may be made and still fall within the scope of the inventions. It should be understood that various features and aspects of the disclosed embodiments can be combined with or substituted for one another in order to form varying modes of the disclosed inventions. Thus, it is intended that the scope of at least some of the present inventions herein disclosed should not be limited by the particular disclosed embodiments described above.
| Number | Date | Country | Kind |
|---|---|---|---|
| 2006-278440 | Oct 2006 | JP | national |
| Number | Name | Date | Kind |
|---|---|---|---|
| 7270068 | Mizutani | Sep 2007 | B2 |
| 20050199169 | Mizutani | Sep 2005 | A1 |
| Number | Date | Country |
|---|---|---|
| 2001-329881 | Nov 2001 | JP |
| 2003002290 | Jan 2003 | JP |
| 2006224695 | Aug 2006 | JP |
| Number | Date | Country | |
|---|---|---|---|
| 20080096445 A1 | Apr 2008 | US |
