Patent Grant
10259552
This invention relates to steering and more particularly to a rudder device for hydrojet vessel.
Since their introduction by the recreational watercraft industry in the 1960's, personal watercraft (PWC) and water jet powered boats have increased in popularity. The increase in popularity of these vessels can be attributed to many factors, including their unique propulsion and control systems. The waterjet propulsion system comprises an inboard engine driving a high volume water pump which expels water through a discharge nozzle located on the stern of the craft. Lateral movement of the nozzle provides directed thrust to steer the vessel. A reverse mode is accomplished by application of a clamshell-like device over the discharge nozzle which then diverts the discharged water toward the front of the vessel, thereby effecting a reverse thrust.
Since there is no external propeller, this type of propulsion and directional control system is inherently safer than a conventionally propelled vessel. However, since directional control is accomplished by directing the water jet by means of the moveable nozzle, off throttle steering is minimal to non existent. This deficiency has contributed to numerous accidents in which the PWC strikes another fixed or moving object. When confronting and obstacle or obstruction, the operator's normal reflex reaction would be to reduce the throttle and turn the steering system. In this off-throttle condition, the nozzle movement has no effect on the direction of the vessel, potentially creating a major problem for the operator.
There have been many in the prior art who have attempted to solve these problems with varying degrees of success. None, however completely satisfies the requirements for a complete solution to the aforestated problem. The following U. S. Patents are attempts of the prior art to solve this problem.
U.S. Pat. No. 3,244,135 to Meyerhoff discloses a control system for a ship having a means for propelling the ship in response to the movement of a flow of liquid with respect to the hull of the ship in a predetermined direction. The system comprises a duct having a substantially concave-convex foil-shaped longitudinal wall section mounted without the hull. The inner surface of the duct being concave, and is adapted to develop a lift force in response to the flow of liquid with respect thereto. The leading and trailing portions of the duct extend substantially in a transverse direction with respect to the predetermined direction of the flow. A means is provided for deflecting the flow extending from adjacent the trailing portion in order to change the direction of flow with respect to the duct whereby the deflecting of the flow extending from adjacent the trailing portion varies the flow upstream thereof to induce a control lift force upon the duct.
U.S. Pat. No. 3,961,591 to Fuller discloses a propeller nozzle or duct in which the walls thereof terminate in two or more planes inclined symmetrically about an axis normal to the nozzle or duct centerline with one or more deflector rudders pivotedly mounted across the opening so formed such that by swinging the rudder(s) one half of the exit area may be closed and the propeller race diverted through the remaining open area under the guidance of the rudder(s) upon which the race reacts to develop a steering force. The turning capabilities of a fixed nozzle or duct are thereby improved whilst wetted area may be reduced and propulsive efficiency increased by recovery of rotational energy otherwise lost to the wake. When used in conjunction with a pivoted steering nozzle a reverse thrust may be developed.
U.S. Pat. No. 3,982,494 to Posti discloses an auxiliary rudder apparatus for a water craft having a jet propulsion pump comprising an auxiliary rudder element coupled to the craft for movement between a raised inoperative position and a lowered operative position. A hydraulic cylinder operated by water pressure is coupled to the rudder element to move the same automatically to inoperative position when the craft is driven at sufficiently high speed that the water pressure of the pump is adequate to operate the hydraulic cylinder. The hydraulic cylinder is inoperative to move the rudder element to raised position both in forward and reverse travel of the craft below this high speed.
U.S. Pat. No. 4,421,489 to Van Weldhuizen discloses a vehicle to be propelled by a rearward discharge of fluid therefrom and including fluid jet developing structure for discharging a rearward jet of fluid along a predetermined path for propelling the vehicle forwardly. A pair of upstanding steering vanes are mounted for rotation about upstanding axes spaced transversely apart and disposed on opposite sides of the center line of the aforementioned path. Control structure is also provided and operative to simultaneously similarly angularly displace the vanes about their axes of oscillation and the control structure further includes adjustment structure for selectively relatively angularly displacing the vanes about their axes of oscillation. The vanes extend rearwardly of their axes of oscillation distances greater than one-half the distance between the axes of oscillation of the vanes, whereby opposite relative angular displacement of the vanes to forwardly and outwardly inclined positions displaced generally 50° to 60° from front-to-rear extending positions will cause the rear ends of the vanes to swing into close juxtaposed positions
U.S. Pat. No. 5,167,547 to Kobayashi et al. discloses several embodiments of jet propelled watercraft including steering rudders pivotally supported by the steering nozzle of the jet propulsion unit for providing a steering affect at low speeds and when coasting. The steering rudder is selectively moveable between its steering position and non-steering position so as to permit unincumbered high speed operation. An arrangement is incorporated that permits the rudder to pivot automatically from its steering position to an out of the way position when an underwater obstacle is struck.
U.S. Pat. No. 6,086,437 to Murray discloses a blow back rudder consisting of a rudder blade, rudder shaft and a plate assembly that is pivotally mounted to the nozzle of a jet nozzle of a personal water craft. The blow back rudder is spring biased in the steering mode and is positioned out of the water by the impingement force of the jet stream discharging from the nozzle acting on the plate. This provides off throttle steering. The plate is contoured to allow the plate to remain in the jet stream at low thrust and water craft speeds for rudder steering. In another embodiment, these features are contained and the plate is contoured with a concave face and its position relative to the discharge port of the jet nozzle is controlled in order to obtain reversing of the water craft.
U.S. Pat. No. 6,202,630 to Yip discloses a method for controlling engine torque during a closed to open throttle transition in order to eliminate undesirable accelerations and oscillations from the powertrain.
U.S. Pat. No. 6,302,047 to Cannon discloses a retractable rudder assembly for use in steering a personal watercraft. The rudder assembly includes at least one planar rudder operably coupled to an elongate shaft rotatably mounted on a water jet drive nozzle. The rudder is biased into a normally extended position in which the rudder extends away from the water jet drive nozzle for use in steering the watercraft at a throttle-off position. A paddle is affixed to the shaft and is positioned within a water jet flow path defined within the water jet nozzle so that the force of a water jet passed therethrough and striking the paddle at a throttle-on position urges the rudder into a retracted position with respect to the water jet drive nozzle. When the water jet drive is moved into the throttle-off position, the rudder is biased into its extended position for use in steering the watercraft
U.S. Pat. No. 6,336,834 to Nedderman, Jr. et al. discloses a rudder assembly attached to the nozzle of a jet-powered watercraft by a spring-loaded pivot so as to turn with the nozzle when the craft is steered. The rudder assembly has two flat plate rudders with a baffle plate attached perpendicularly between the rudders. The baffle plate partially covers the nozzle when the watercraft is at rest and is held in position by the spring-loaded pivot. At slow speeds the rudders are parallel to the water jet flow from the nozzle to aid in steering the watercraft. At higher speeds, the force of the water jet against the baffle plate overcomes the spring force to pivot the rudder assembly up and away from the nozzle such that steering is provided by directing the nozzle. In an imminent high-speed collision situation, the panic reaction is to shut off the throttle, which abruptly ends the jet flow from the nozzle. The spring-loaded pivot forces the baffle plate back over the nozzle and the rudders are again positioned parallel with the nozzle to provide steering without any flow from the nozzle.
U.S. Pat. No. 6,415,729 to Nedderman et al. discloses an improved steering system for a water craft and an improved method of steering. The steering system includes at least two variable camber plates or rudders mounted to a hull of the water craft for imparting a steering force to the water craft. Each of the variable camber plates is preferably formed from a flexible material and has a leading edge affixed to the hull. A linkage mechanism is attached to a steering device on the water craft and causes at least one of the plates to move relative to the hull and thereby vary the camber of the at least one plate.
U.S. Pat. No. 6,561,858 to Wallkowiak discloses an auxiliary system for providing positive steering to marine crafts using jet propulsion systems, typically personal jet driven watercrafts such as jet boats and jet skis. In one embodiment, it includes, among other features, a combination of keel members attached to a stern section of a hull. The keels are interconnected using tie rods to the directional steering drive assembly. In other embodiments, the keels are instead attached directly to the directional nozzle or integrally made with the nozzle, and where a hood is included in the directional nozzle assembly, notches may be included in the keels to allow for full operation of the hood into its lowest position.
U.S. Pat. No. 6,702,630 to Wallkowiak discloses an auxiliary system for providing positive steering to marine crafts using jet propulsion systems, typically personal jet driven watercrafts such as jet boats and jet skis. In one embodiment, it includes, among other features, a combination of keel members attached to a stern section of a hull. The keels are interconnected using tie rods to the directional steering drive assembly. In other embodiments, the keels are instead attached directly to the directional nozzle or integrally made with the nozzle, and where a hood is included in the directional nozzle assembly, notches may be included in the keels to allow for full operation of the hood into its lowest position.
U.S. Pat. No. 7,018,252 to Simard et al. discloses a watercraft including a watercraft control mechanism that is capable of steering, decelerating, and/or trimming a watercraft without causing the stern to elevate and the bow to dive. The mechanism steers or assists steering in off-power situations; steers, trims and/or decelerates a watercraft, or assists in steering, trimming, and/or decelerating a watercraft. Further, the mechanism can be stowed or retracted to minimize hydrodynamic drag at high speeds; steers, trims and/or decelerates a watercraft, or assists in steering, trimming, and/or decelerating a watercraft that does not become clogged or jammed by seaweed or flotsam or foreign objects floating in the water; and decelerates or assists in decelerating a watercraft in a smooth and stable manner when the watercraft is travelling at high speeds.
U.S. Pat. No. 7,168,996 to Morvillo discloses a thrust control system including a control apparatus having water jet deflectors that deflect water to provide a reversing/backing thrust and a trim force to marine vessels using water jet propulsion. Other aspects include an electromechanical control lever assembly for operating actuators, the assembly comprising a mechanical lever coupled to a transducer that generates an electrical output. Yet other aspects comprise a load-sensing hydraulic circuit comprising at least two loads and a control system for controlling at least one of the loads, that prevents unwanted pressure transients in the circuit.
U.S. Pat. No. 8,425,269 to Wallkowiak discloses a rudder system that uses a dual purpose thrust operated actuator. The actuator is selectively positioned for use in an up or constant down mode. While in the up mode, the actuator uses the force of the jet pump to raise the rudders out of the water at speed, and with the actuator set in the down mode, the invention uses the force of the jet pump water to hold the rudder in the water. In an alternative embodiment, the invention includes anti-oscillating veins attached to the thrust operated actuator. In another alternative embodiment, the travel of the actuator is limited by configuring it to come into contact with a rudder stabilizer bar. Another embodiment includes providing adjustable fin positions relative to the side force stabilizer.
U.S. Pat. No. 8,712,003 to Ishida et al. discloses a jet pump having a plurality of nozzles installed to a nozzle base, a throat and a diffuser. A first nozzle straight-tube portion, a first nozzle narrowing portion, a second nozzle straight-tube portion, a second nozzle narrowing portion, and a nozzle lower end portion formed in those nozzles are disposed in this order from the nozzle base to a ejection outlet. A narrowing angle of the second nozzle narrowing portion is larger than of the first nozzle narrowing portion. The jet pump forms, in a lower end portion of the throat, a flow passage narrowing portion having a flow passage cross-sectional area that gradually diminishes. This flow passage narrowing portion is inserted into an upper end portion of the diffuser.
United States Patent Application US2006/0037521 to Jamison discloses a conversion arrangement for kayak with stabilizer, keel, rudder, and rudder pedals. A functional accessory arrangement for converting a kayak that will use the same kites as the kite surfer's use for propulsion. The conversion includes a rudder, keel and stabilizer. The stabilizer is designed to keep the kayak upright even if the kite is 90 degrees to the vessels beam and it allows the kayak to tack into the wind.
United States Patent Application US2010/0183113 to Ishida et al. discloses a jet pump having a plurality of nozzles installed to a nozzle base, a throat and a diffuser. A first nozzle straight-tube portion, a first nozzle narrowing portion, a second nozzle straight-tube portion, a second nozzle narrowing portion, and a nozzle lower end portion formed in those nozzles are disposed in this order from the nozzle base to a ejection outlet. A narrowing angle of the second nozzle narrowing portion is larger than of the first nozzle narrowing portion. The jet pump forms, in a lower end portion of the throat, a flow passage narrowing portion having a flow passage cross-sectional area that gradually diminishes. This flow passage narrowing portion is inserted into an upper end portion of the diffuser.
Although the aforementioned prior art have contributed to the development of the art of rudder systems for water jet powered vessels none of these prior art patents have solved the needs of this art.
Therefore, it is an object of the present invention to provide an improved steering system for water jet powered craft.
Another object of this invention is to provide an improved improved steering system for water jet powered craft which does not produce underwater drag when operating at on-throttle ranges.
Another object of this invention is to provide an improved steering system for water jet powered craft which may be installed as an aftermarket accessory.
Another object of this invention is to provide an improved steering system for water jet powered craft that is easy to cost effectively produce.
The foregoing has outlined some of the more pertinent objects of the present invention. These objects should be construed as being merely illustrative of some of the more prominent features and applications of the invention. Many other beneficial results can be obtained by modifying the invention within the scope of the invention. Accordingly other objects in a full understanding of the invention may be had by referring to the summary of the invention, the detailed description describing the preferred embodiment in addition to the scope of the invention defined by the claims taken in conjunction with the accompanying drawings.
A specific embodiment of the present invention is shown in the attached drawings. For the purpose of summarizing the invention, the invention relates to an improved rudder redivce for a hydrojet vessel. The rudder device comprises a first mounting bracket coupled to the first hydrojet. A first rudder is coupled to the first hydrojet and the first mounting bracket. A second mounting bracket is coupled to the second hydrojet. A second rudder is coupled to the second hydrojet and the second mounting bracket. A coupling rod is pivotably coupled to the first hydrojet, the second hydrojet and the hull rudder for pivoting in alignment and in unison the first rudder with the first hydrojet and the second rudder with the second hydrojet relative to the hull rudder. The first rudder and the second rudder provide steerage to the vessel during non directional thrust created by the first hydrojet and the second hydrojet.
In another embodiment of the invention, a rudder device includes a first general U-shaped mounting bracket coupled to the first hydrojet and partially encircling the first hydrojet. A first primary J-shaped locking tab is coupled to the first general U-shaped mounting bracket. The first general U-shape mounting bracket and the first primary J-shaped locking tab compress the first hydrojet there between for defining a first primary clamp. A first secondary J-shaped locking tab is coupled to the first general U-shaped mounting bracket. The first general U-shape mounting bracket and the first secondary J-shaped locking tab compress the first hydrojet there between for defining a first secondary clamp. A first steering assist rudder is coupled to the first general U-shape mounting bracket. The first steering assist rudder is positioned ahead of the first vertical pivot for assisting in pivoting the first hydrojet during forward displacement of the vessel through a body of water. A second general U-shaped mounting bracket is coupled to the second hydrojet and partially encircling the second hydrojet. A second primary J-shaped locking tab is coupled to the second general U-shaped mounting bracket. The second general U-shape mounting bracket and the second primary J-shaped locking tab compress the second hydrojet there between for defining a second primary clamp. A second secondary J-shaped locking tab is coupled to the second general U-shaped mounting bracket. The second general U-shape mounting bracket and the second secondary J-shaped locking tab compress the second hydrojet there between for defining a second secondary clamp. A second steering assist rudder is coupled to the second general U-shape mounting bracket. The second steering assist rudder is positioned ahead of the second vertical pivot for assisting in pivoting the second hydrojet during forward displacement of the vessel through a body of water.
In another embodiment of the invention, the first rudder is pivotably coupled to the first hydrojet by a first primary horizontal pivot. A first side plate is pivotably coupled to the first hydrojet by a first secondary horizontal pivot. A first coupling plate is coupled between the first rudder and the first side plate. A first coil spring engages the first primary horizontal pivot for promoting the first rudder and the first side plate being positioned in a non-pivoted position. A second general U-shaped mounting bracket is coupled to the second hydrojet and partially encircling the second hydrojet. A second rudder is pivotably coupled to the second hydrojet by a second primary horizontal pivot. A second side plate is pivotably coupled to the second hydrojet by a second secondary horizontal pivot. A second coupling plate is coupled between the second rudder and the second side plate. A second coil spring engages the second primary horizontal pivot for promoting the second rudder and the second side plate being positioned in a non-pivoted position.
The foregoing has outlined rather broadly the more pertinent and important features of the present invention in order that the detailed description that follows may be better understood so that the present contribution to the art can be more fully appreciated. Additional features of the invention will be described hereinafter which form the subject of the claims of the invention. It should be appreciated by those skilled in the art that the conception and the specific embodiments disclosed may be readily utilized as a basis for modifying or designing other structures for carrying out the same purposes of the present invention. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the spirit and scope of the invention as set forth in the appended claims.
For a fuller understanding of the nature and objects of the invention, reference should be made to the following detailed description taken in connection with the accompanying drawings in which:
Similar reference characters refer to similar parts throughout the several Figures of the drawings.
A coupling rod 100 is pivotably coupled to the first hydrojet 32, the second hydrojet 42 and the hull rudder 60 for pivoting in alignment and in unison the first rudder 82 with the first hydrojet 32 and the second rudder 92 with the second hydrojet 42 relative to the hull rudder 60. The first rudder 82 and the second rudder 92 provide steerage to the vessel 20 during non directional thrust absent from the first hydrojet 32 and the second hydrojet 42.
The coupling rod 100 may include a first length adjusting tie rod 102 and a second length adjusting tie rod 104. The first length adjusting tie rod 102 is coupled between the first hydrojet 32 and the hull rudder 60. The first length adjusting tie rod 102 alters a first length 106 in the first length adjusting tie rod 102 for aligning the first rudder 82, the first hydrojet 32 and the hull rudder 60. The second length adjusting tie rod 104 is coupled between the second hydrojet 42 and the hull rudder 60. The second length adjusting tie rod 104 alters a second length 108 in the second length adjusting tie rod 104 for aligning the second rudder 92, the second hydrojet 42 and the hull rudder 60.
A first plurality of apertures 120 are in the first rudder 82. A first horizontal pivot 122 pivotably couples the first rudder 82 with the first hydrojet 32. A first removable fastener 124 engages the first mounting bracket 80 and one of the first plurality of apertures 120 in the first rudder 82. The first removable fastener 124, the first mounting bracket 80 and the first plurality of apertures 120 define a first adjustable rudder elevation 126 for pivoting the first rudder 82 on the first horizontal pivot 122 and alters the elevation of the first rudder 82.
A second plurality of apertures 130 are in the second rudder 92. A second horizontal pivot 132 pivotably couples the second rudder 92 with the second hydrojet 42. A second removable fastener 134 engages the second mounting bracket 90 and one of the second plurality of apertures 130 in the second rudder 92. The second removable fastener 134, the second mounting bracket 90 and the second plurality of apertures 130 define a second adjustable rudder elevation 136 for pivoting the second rudder 92 on the second horizontal pivot 132 and altering the elevation of the second rudder 92.
The first adjustable rudder elevation 126 and the second adjustable rudder elevation 136 serve to alter the maneuverability and the response of the hydrojet vessel 20. As shown in
A first secondary J-shaped locking tab 156 is coupled to the first general U-shaped mounting bracket 150. The first general U-shape mounting bracket 150 and the first secondary J-shaped locking tab 156 compress the first hydrojet 32 there between for defining a first secondary clamp 158.
A first steering assist rudder 160 is coupled to the first general U-shape mounting bracket 150. The first steering assist rudder 160 is positioned ahead of the first vertical pivot 30 for assisting in pivoting the first hydrojet 32 during forward displacement of the vessel 20 through a body of water 52.
A second general U-shaped mounting bracket 170 is coupled to the second hydrojet 42 and partially encircling the second hydrojet 42. A second primary J-shaped locking tab 172 is coupled to the second general U-shaped mounting bracket 170. The second general U-shape mounting bracket 170 and the second primary J-shaped locking tab 172 compress the second hydrojet 42 there between for defining a second primary clamp 174.
A second secondary J-shaped locking tab 176 is coupled to the second general U-shaped mounting bracket 170. The second general U-shape mounting bracket 170 and the second secondary J-shaped locking tab 176 compress the second hydrojet 42 there between for defining a second secondary clamp 178.
A second steering assist rudder 180 is coupled to the second general U-shape mounting bracket 170. The second steering assist rudder 180 is positioned ahead of the second vertical pivot 40 for assisting in pivoting the second hydrojet 42 during forward displacement of the vessel 20 through a body of water 52.
The first steering assist rudder 160 and the second steering assist rudder 180 creates a high (H) water pressure 14 and a low (L) water pressure 16 on the opposing side upon altering the first rudder 82 and the second rudder 92 from a aligned orientation relative to the hull 22. The greater the angular displacement of the first rudder 82 and the second rudder 92 from the aligned orientation, the greater the high (H) water pressure and the low (L) water pressure on the opposing side of the first steering assist rudder 160 and the second steering assist rudder 180 further assisting in the steerage of the vessel 20. Furthermore, the first steering assist rudder 160 and the second steering assist rudder 180 release pressure on the steering cable system of the vessel 20. The first steering assist rudder 160 and the second steering assist rudder 180 greatly reduces the force required for an individual to steer the vessel 20 either to the left or the right.
The second rudder 92 is pivotably coupled to the second hydrojet 42 by a second primary horizontal pivot 220. A second side plate 224 is pivotably coupled to the second hydrojet 42 by a second secondary horizontal pivot 222. A second coupling plate 226 is coupled between the second rudder 92 and the second side plate 224. A second coil spring 230 engages the second primary horizontal pivot 220 for promoting the second rudder 92 and the second side plate 224 being positioned in a non-pivoted position 232.
A first primary vertical side stabilizing plate 240 is coupled to the first primary J-shaped locking tab 152 for preventing lateral displacement of the first rudder 82. A first secondary vertical side stabilizing plate 242 is coupled to the first secondary J-shaped locking tab 156 for preventing lateral displacement of the first side plate 204.
A second primary vertical side stabilizing plate 244 is coupled to the second primary J-shaped locking tab 172 for preventing lateral displacement of the second rudder 92. A second secondary vertical side stabilizing plate 246 is coupled to the second secondary J-shaped locking tab 176 for preventing lateral displacement of the second side plate 224.
A first primary plurality of apertures 250 are in the first rudder 82. A first secondary plurality of apertures 252 are in the first side plate 204. A first primary removable fastener 254 engages the first coupling plate 206 and one of the first primary plurality of apertures 250 in the first rudder 82. A first secondary removable fastener 256 engages the first coupling plate 206 and one of the first secondary plurality of apertures 252 in the first side plate 204.
The first primary removable fastener 254, the first secondary removable fastener 256, the first coupling plate 206 and the first plurality of apertures 250 define a first adjustable rudder elevation 260 for pivoting the first rudder 82 on the first horizontal pivot and altering the elevation of the first rudder. The first primary removable fastener 254, the first secondary removable fastener 256, the first coupling plate 206 and the first plurality of apertures 250 define an adjustable angle 262 of the first coupling plate 206 relative to the first hydrojet 32.
The adjustable angle 262 defining a non-angle 264 of the first coupling plate 206 relative to the first hydrojet 32 provides a non-upward force 266 during forward displacement of the vessel 20 through a body of water 52 and maintaining the first rudder 82 in a non-elevated position 268. The adjustable angled 262 defining an angle 270 of the first coupling plate 206 relative to the first hydrojet 32 provides an upward force 272 during forward displacement of the vessel 20 through a body of water 52 and pivoting the first rudder 82 in an elevated position 274.
A second primary plurality of apertures 290 are in the second rudder 92. A second secondary plurality of apertures 292 are in the second side plate 224. A second primary removable fastener 294 engage the second coupling plate 226 and one of the second primary plurality of apertures 290 in the second rudder 92. A second secondary removable fastener 296 engage the second coupling plate 226 and one of the second secondary plurality of apertures 292 in the second side plate 224.
The second primary removable fastener 294, the second secondary removable fastener 296, the second coupling plate 226 and the second plurality of apertures 290 define a second adjustable rudder elevation 300 for pivoting the second rudder 92 on the second horizontal pivot 220 and altering the elevation of the second rudder 92. The second removable fastener 294, the second secondary removable fastener 296, the second coupling plate 226 and the second plurality of apertures 292 define an adjustable angled 302 of the second coupling plate 226 relative to the second hydrojet 42. The adjustable angle 302 defining a non-angle 304 of the second coupling plate 226 relative to the second hydrojet 42 provides a non-upward force 306 during forward displacement of the vessel 20 through a body of water 52 and maintaining the second rudder 92 in a non-elevated position 308. The adjustable angled 302 defining an angle 310 of the second coupling plate 226 relative to the second hydrojet 42 provides an upward force 312 during forward displacement of the vessel 20 through a body of water 52 and pivoting the second rudder 92 in an elevated position 314.
The first primary horizontal pivot 200 and the second primary horizontal pivot 220 further provide the first rudder 82 and the second rudder 92 to pivot into a partial pivot position 214 at shown in
The second steering assist rudder 180 extends forward of the second rudder 92. More specifically, the second steering assist rudder 180 and the second rudder 92 are a second integral one piece unit 332. The second steering assist rudder 180 is positioned ahead of the second vertical pivot 40 for assisting in pivoting the second hydrojet 42 during forward displacement of the vessel 20 through a body of water 52.
The second general U-shaped mounting bracket 170 is coupled to the second hydrojet 42 and partially encircling the second hydrojet 42. The second rudder 92 is pivotably coupled to the second hydrojet 42 by a second primary horizontal pivot 220. A second side plate 224 is pivotably coupled to the second hydrojet 42 by a second secondary horizontal pivot 222. A second coupling plate 226 is coupled between the second rudder 92 and the second side plate 224. A second coil spring 230 engages the second primary horizontal pivot 220 for promoting the second rudder 92 and the second side plate 224 being positioned in a non-pivoted position 232.
A coupling rod 100 is pivotably coupled to the first hydrojet 32, the second hydrojet 42 and the hull rudder 60 for pivoting in alignment and in unison the first rudder 82 with the first hydrojet 32 and the second rudder 92 with the second hydrojet 42 relative to the hull rudder 60. A first steering assist rudder 160 extends forward of the first rudder 82. The first steering assist rudder 160 is positioned ahead of the first vertical pivot 30 for assisting in pivoting the first hydrojet 32 during forward displacement of the vessel 20 through a body of water 52. A second steering assist rudder 180 extends forward of the second rudder 92. The second steering assist rudder 180 is positioned ahead of the second vertical pivot 40 for assisting in pivoting the second hydrojet 42 during forward displacement of the vessel 20 through a body of water 52.
A first rudder 82 is pivotably coupled to the hydrojet 32 by a first horizontal pivot 122. A second rudder 92 is pivotably coupled to the hydrojet 32 by a second horizontal pivot 132. A first primary J-shaped locking tab 152 is coupled to the general U-shaped mounting bracket 150. The first general U-shape mounting bracket 150 and the first primary J-shaped locking tab 152 compress the hydrojet 32 there between for defining a first primary clamp 154.
A first secondary J-shaped locking tab 156 is coupled to the general U-shaped mounting bracket 150. The general U-shape mounting bracket 150 and the first secondary J-shaped locking tab 156 compress the hydrojet 32 there between for defining a first secondary clamp 158.
A first steering assist rudder 160 is coupled to the general U-shape mounting bracket 150. The first steering assist rudder 160 is positioned ahead of the vertical pivot 30 for assisting in pivoting the hydrojet 32 during forward displacement of the vessel 20 through a body of water 52. A second steering assist rudder 180 is coupled to the general U-shape mounting bracket 150. The second steering assist rudder 180 is positioned ahead of the vertical pivot 30 for assisting in pivoting the hydrojet 32 during forward displacement of the vessel 20 through a body of water 52.
A first primary J-shaped locking tab 152 is coupled to the general U-shaped mounting bracket 150. The general U-shape mounting bracket 150 and the first primary J-shaped locking tab 152 compress the hydrojet 32 there between for defining a first primary clamp 154. A first secondary J-shaped locking tab 156 is coupled to the general U-shaped mounting bracket 150. The general U-shape mounting bracket 150 and the first secondary J-shaped locking tab 156 compress the hydrojet 32 there between for defining a first secondary clamp 158.
A first primary J-shaped locking tab 152 is coupled to the general U-shaped mounting bracket 150. The general U-shape mounting bracket 150 and the first primary J-shaped locking tab 152 compress the hydrojet 32 there between for defining a first primary clamp 154. A first secondary J-shaped locking tab 156 is coupled to the general U-shaped mounting bracket 150. The general U-shape mounting bracket 150 and the first secondary J-shaped locking tab 156 compress the hydrojet 32 there between for defining a first secondary clamp 158.
A first steering assist rudder 160 extends forward of the first rudder 82 defining a first integral one piece unit 330. The first steering assist rudder 160 is positioned ahead of the first vertical pivot 30 for assisting in pivoting the first hydrojet 32 during forward displacement of the vessel 20 through a body of water 52. A second steering assist rudder 180 extends forward of the second rudder 92 defining a second integral one piece unit 332. The second steering assist rudder 180 is positioned ahead of the second vertical pivot 40 for assisting in pivoting the second hydrojet 42 during forward displacement of the vessel 20 through a body of water 52.
Preferably, the front mounting plate 402 includes a generally horizontal orientation or generally horizontal position when secured to the hydrojet 32. Furthermore, the rear mounting plate 404 preferably includes a descending slope 452 or deflecting downward 454 when secured to the hydrojet 32.
The mounting plate 400 includes a mounting plate hydrojet aperture 420 for positioning the mounting plate 400 around the hydrojet 32. The mounting plate 400 further includes a plurality of coupling apertures 422 for securing the mounting plate 400 to the hydrojet 32.
The front edge 410 of the mounting plate 400 may include a front serpentine edge 424. Similarly, the rear edge 412 may include a rear serpentine edge 426. The front serpentine edge 424 and the rear serpentine edge 426 is believed to create a more laminate flow of water above and below the mounting plate 400 during a forward displacement of the vessel 20 through the body of water 52.
The rudder device 10 in
As noted above the rear mounting plate 404 preferably includes a descending slope 452 or deflecting downward 454 when secured to the hydrojet 32. More specifically, the descending slope 452 or deflecting downward 454 is defined from generally the front edge 410 of the mounting plate 400 to generally the rear edge 412 of the mounting plate 400. The descending slope 452 or deflecting downward for 54 provides an ascending force 460 against the mounting plate 400 by the body of water 52 during forward displacement of the vessel 20 and creates an upward force 462 against the stern 24 of the vessel 20. The upward force 462 on the mounting plate 400 creates upward pressure raising the stern 24 and reducing hull resistance. In addition, the upward force 462 reduces the vertical elevation displacement of the bow of the vessel during acceleration of the vessel 20.
The rudder device 10 in
The rudder device 10 in
The rudder device 10 in
The present disclosure includes that contained in the appended claims as well as that of the foregoing description. Although this invention has been described in its preferred form with a certain degree of particularity, it is understood that the present disclosure of the preferred form has been made only by way of example and that numerous changes in the details of construction and the combination and arrangement of parts may be resorted to without departing from the spirit and scope of the invention.
This application claims benefit of U.S. Patent Provisional Application No. 62/320,443 filed Apr. 8, 2016. All subject matter set forth in Provisional Application No. 62/320,443 is hereby incorporated by reference into the present application as if fully set forth herein.
| Number | Name | Date | Kind |
|---|---|---|---|
| 3244135 | Mayerhoff | Apr 1966 | A |
| 3961591 | Fuller | Jun 1976 | A |
| 3982494 | Posti | Sep 1976 | A |
| 4421489 | Van Weldhuizen | Dec 1983 | A |
| 5167547 | Kobayashi et al. | Dec 1992 | A |
| 5429533 | Kobayashi | Jul 1995 | A |
| 5967864 | Koyano | Oct 1999 | A |
| 6086437 | Murray | Jul 2000 | A |
| 6202630 | Yip | Mar 2001 | B1 |
| 6302047 | Cannon | Oct 2001 | B1 |
| 6336833 | Rheault | Jan 2002 | B1 |
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