Abstract:
A braking and control mechanism for personal watercraft as described herein comprising a means for activation, by single lever FIG.  2 , integrated into existing art steering assembly FIG.  12 , a means for applying mechanical advantage from the cable assembly mechanism to the brake surface mechanisms, and a plurality of said brake surface mechanisms incorporating means for increasing deployment leverage and water flow impingement, said brake mechanisms providing a means to steer and slow the watercraft when deployed by individually or connectedly pivotally rotating from the watercraft ride plate into the water, thereby causing drag and rearward force on the watercraft.

Description:
FEDERALLY SPONSORED RESEARCH 
     Not Applicable 
     SEQUENCE LISTING OR PROGRAM 
     Not Applicable 
     BACKGROUND 
     1. Field of Invention 
     This invention relates to a braking and steering device, specifically to provide braking and more particularly improved control capabilities for a personal watercraft such as a Waverunner®, Jet Ski®, SeaDoo®, or other such vessel. 
     2. Description of Prior Art 
     Currently more than one million personal watercraft, (PWC), are in use by individuals for recreation and boating enjoyment, resort and marina rental facilities, lifeguard and rescue organizations, and racing and entertainment entities. PWC employ a pump that receives water from an intake, pressurizes the water with rapidly spinning impeller blades, and expels the pressurized water through a nozzle or “jet”. PWC are generally manufactured without braking or auxiliary control mechanisms, rely on propulsion for control (steering), and reduction of propulsion for slowing. 
     Inventors created several devices designed to improve control or braking characteristics of personal watercraft in such a way as to have minimal effect on slowing the vessel or significantly improving control. U.S. Pat. No. 5,092,260 to Mardikian (1992) discloses movable and fixed plate and drive shaft braking mechanisms; however movable/fixed plate devices may interfere with vessel trim, and operation of the hand lever may be exceedingly difficult. Drive shaft braking mechanisms are inherently ineffective due to the fact that once throttle is reduced, the pump intake water flow is significantly reduced, rendering drive shaft spin negligible for braking purposes. U.S. Pat. No. 5,193,478 also to Mardikian (1993) describes a trimming, steering and braking assembly that uses plates or flaps to independently or dependently slow or turn the watercraft. This particular design lacks effective angular position of the flaps relative to water-flow impedance, as well as not offering the advantageous mechanical advantage mechanism of present invention necessary to facilitate deployment of flaps. Another invention designed improve performance of PWC, U.S. Pat. No. 4,961,396 to Sasagawa (1990), proposes a trim plate adjusting device to optimize performance of the PWC under varying rider weight conditions. The trim plate application is unsuitable for improved control such as steering or slowing the forward momentum of a PWC. 
     Another invention designed for jet propelled watercraft, U.S. Pat. No. 5,934,954 to Schott et al. (1999), proposes a gate device that requires a volume of water to be flowing through the jet nozzle, potentially propelling the watercraft in forward motion, before the gate device will be effective. 
     A similar invention using a nozzle gate device to stop the watercraft, U.S. Pat. No. 5,755,601 to Jones (1998) utilizes an electronic controller and servo mechanism to actuate the cable mechanism and operate the gate. This invention again fails meet the need of applying a stopping or steering force to a watercraft minus the positive water flow through the jet nozzle. 
     Another invention based on the bucket or nozzle gate, U.S. Pat. No. 5,607,332 to Kobayashi et al. (1997), adds a foot pedal operation of the existing art nozzle gate concept Although the foot pedal design provides for a novel method of actuating a reverse bucket mechanism, it fails to address the problems inherent to the gate or bucket mechanisms, namely they require a volume of water to be propelled through the nozzle to have any effect. 
     Yet another invention designed for improved watercraft control, U.S. Patent Application 20010018300 to Spade (2001) relies on propulsion or jet flow, for control or braking, This device, while functional does not allow for any improved control or braking without positive water flow through the propulsion mechanism. This device also contains a multitude of claims and components, likely increasing the cost of installation and ownership over more straight-forward designs. What this invention also fails to address are the riders who require control and braking without the application of throttle, or increasing power output through the jet nozzle. 
     These devices, as all braking devices heretofore, do not provide significant braking capabilities or noticeably improved control or turning without applied throttle, and suffer from a number of disadvantages: 
     (a) Movable/fixed plate devices are expensive to manufacture, require replacement of original manufacture equipment, have limited effect on slowing or stopping, and can potentially interfere with, or counteract the existing nozzle trim mechanisms available subsequent to 1992; 
     (b) Rigid assemblies are fixed and therefore difficult to adjust to varying conditions; 
     (c) Rigid, plate devices suffer from lack of independent side (left/right) control by the rider, preventing effective adjustment and control under normal and extreme riding conditions; 
     (d) Because of the nature of existing art in water intake and output in PWC, braking devices designed for drive shaft application do not noticeably improve braking capabilities, specifically when braking or steering is required without the application of throttle; 
     (e) Trim plate-type devices, although providing a level of improved hydrodynamics relating to angle of plane, are designed to facilitate water flow under the ride plate. Braking requires impedance of water flow to reduce speed, therefore reducing the effectiveness of these devices, and creating an increased level of difficulty pulling or operating the hand lever, while the plate device attempts to work against the flow of water. 
     (f) Control mechanisms which rely on any volume of water flowing from the jet nozzle for actuation of braking or steering, do not account for riders in the coasting (no water volume through jet) attitude, or riders who instinctively let off the throttle to dock or otherwise stop forward motion. 
     OBJECTS AND ADVANTAGES OF THE INVENITON 
     Primarily, present invention provides substantial improvement in rider and bystander safety by impeding the flow of water under the PWC ride plate thereby effectively slowing and braking of the PWC. Additionally, present invention provides steering capabilities to PWC with or without propulsion. It is thus the object of the present invention to provide a PWC rider/operator ability to significantly decrease stopping distance between another boat, person, object, other PWC, dock or other obstruction as well as to provide steering capability to avoid such objects and improve PWC performance. 
     It is another object of the present invention to allow steering, maneuvering and increased vessel control without jet propulsion or throttle engaged. 
     It is another object of the present invention to provide augmented steering control beyond existing art of jet nozzle control by actuating water-impeding paddles individually. 
     It is another object of the present invention to provide steering and braking capabilities when no throttle is applied to provide decreased risk of injury or death to rider or bystander; 
     Such a device provides a mechanism that is easy to use and actuate by means of hand levers and integrated steering control. 
     Advantageously, the present invention provides a device with increased reliability and resistance to elements. 
     As embodied and broadly described herein, the invention provides a device that can be actuated by riders/operators of all (legal) ages, by a variety of means including hand levers and steering. 
     It is another object of the present invention to allow for individual deployment of each braking control surface, facilitating steering with the throttle off. 
     It is another object of this invention to utilize many existing materials and assemblies familiar to those with knowledge of the art, thereby reducing the cost to manufacture, install, or purchase this invention over inventions of prior art. 
     Advantageously, each said braking control paddle surface can be deployed with the throttle engaged, thereby effectively enhancing maneuverability and steering performance characteristics of the watercraft while under power. 
     Additionally, each said braking device incorporates a series of angled ribs on the backside of each paddle, wherein said ribs increase the effectiveness of deployment by water flow force. 
     Further objects and advantages are to provide a device which can be used for braking, steering and control of a PWC whether or not it is under power, which is simple and instinctive to use, which significantly reduces stopping distance beyond current inventions, which is easy to maintain and operate, which is retractable in the “neutral” position, which contains rounded and safe surfaces, which requires no replacement of original manufactured equipment, and which obviates need for jumping off PWC in the event of potential collision. Still further objects and advantages will become apparent from a consideration of the ensuing description and drawings. 
     SUMMARY 
     In accordance with the present invention a braking device that comprises a combination manually actuated lever mechanism connected to a mechanical leveraging device, which engages a dual drop-down paddle braking mechanism, each brake surface mechanism containing means for increased water flow impingement and deployment facilitation, either (left or right) paddle capable of independent deployment, providing steering advantage and capability for a PWC. 
     It is another object of the present invention to provide control of speed and steering capabilities beyond the existing art when applied by the rider of PWC with no propulsion applied. Additionally, it is the object of present invention to increase performance and control of PWC by impeding water flow from the ride plate aft, under propulsion, thereby enhancing and augmenting steering and control capabilities of the PWC. Another object of present invention is to incorporate a mechanical advantage mechanism facilitating the lever operation and providing for maximum leverage in deployment of said brake surfaces. 
     Yet another object of present invention is to incorporate a series of angled ribs on the backside of each paddle surface, increasing the effectiveness of deployment by water flow force and leverage advantage during deployment of said braking surfaces. 
     It is further the object of the present invention to employ many mechanisms that are commonly available and familiar to those versed in the art, thereby reducing the cost to manufacture, install, or purchase the invention thereby providing wider access to the present invention than prior art. 
    
    
     DRAWINGS 
     Drawing Figures 
     FIG. 1 shows invention in un-deployed position mounted on personal watercraft ride plate. 
     FIG. 2 shows invention in deployed position mounted on personal watercraft ride plate. 
     FIG. 3 shows deployed hand-actuated mechanism providing mechanical advantage and necessary cable travel. 
     FIG. 4 shows hand-actuated mechanism designed for rider ergonomics at rest in un-deployed position. 
     FIG. 5 shows braking mechanism surfaces deployed as mounted on personal watercraft ride plate. 
     FIG. 6 shows braking mechanism surfaces in neutral as mounted on personal watercraft ride plate. 
     FIG. 7 shows cutaway of cable splitter design, where single front cable exits rear PWC transom by way of bulkhead fitting and is integrated into a splitting device, converting the single cable into two cable housings, enabling the actuation of both braking mechanism. 
     FIG. 8 shows cutaway of cable splitter design, where single front cable exits rear PWC transom by way of bulkhead through-hull fitting and is integrated into a splitting device, converting the single cable into two cable housings, with braking mechanisms deployed. 
     FIG. 9 shows close view of deployed braking mechanisms, return springs extended, cable splitter, and inside bulkhead mount bushing showing water flow direction. 
     FIG. 10 shows retracted braking mechanisms, return springs retracted, resting cable splitter, and inner hull mount bushing showing water flow direction. 
     FIG. 11 shows means to engage synchronized control surface deployment by means of steering the PWC handlebars for turning left. 
     FIG. 12 shows the hull mount cable and lever system, which enhances the mechanical advantage of transfer of force from the actuator levers to control surfaces in such a way as to allow easy deployment of braking and steering paddle control surfaces with maximum force. 
     FIG. 13 shows means to engage synchronous control surface deployment by means of steering the PWC handlebars for right turning. 
     FIG. 14 shows brake deployment in fully engaged position. 
     FIG. 15 shows brake and steering control surfaces fully retracted in the neural position. 
    
    
     REFERENCE NUMBERS IN DRAWINGS 
       22  Hand control mechanism 
       24  Hand control pivot clamp and cable mount 
       26  Single forward actuator cable 
       28  Brake surface deployed 
       30  Brake surfaces retracted 
       32  Bulkhead cable through-hull fitting 
       34  Cable splitter block 
       36  Cable splitter mount 
       38  Rear dual actuator cables 
       40  Brake device paddle pivot housings 
       42  Rear paddle return springs 
       44  Ride plate surface 
       46  Cable splitter mounting bolts 
       48  Pivot housing cable connector bushings 
       50  Cable rotation pulley 
       52  Existing PWC handlebar assembly 
       54  Steering control actuator lever 
       56  Cable ball ends 
       58  Enhanced steering control mechanism 
       60  Mechanical advantage main housing plate hull mount 
       62  Throttle lever—prior art 
       64  Standard clevis connector 
       66  Mechanical advantage main housing plate 
       68  Dual cable mechanical advantage pivot arm 
       70  Cable housing attachment point 
       72  Cable splitter 
       74  Cable splitter main frame 
       76  Double acting cable captured pin slots 
       78  Augmented steering engagement activator 
       80  Clamp collar compression zone plate 
       82  Standard marine grade flexible cable 
       84  Existing PWC main steering post 
       86  Captivated floating cables 
       88  Lever activated engagement clamp collar 
       90  Clamp collar pivot point 
       92  Brake surface showing angled ribs 
     DETAILED DESCRIPTION 
     Description-FIGS.  1 ,  2 ,  3 ,  4 ,  5 ,  6 ,  7 ,  9 ,  10 ,  12 -Prefered Embodiment 
     A preferred embodiment of the braking device of the present invention is illustrated in FIG. 1 (un-deployed view) and FIG. 2 (deployed view) wherein the rider activates the braking mechanism by pulling a hand lever  22 . The control device consists of a hand-operated actuating mechanism  22 ,  24  and  26 , which activates a single forward actuator cable  26  running to a mechanical advantage main housing plate hull mount  62  and mechanism  60  and to rear control surface paddles  28  and  30 . In the preferred embodiment, the hand mechanism and the control surface paddles are comprised of machined aluminum, but can consist of any rigid material that can be shaped to conform to the required configuration, and withstand exposure to elements, including fresh water, salt water, sand, mud, sunlight, hot and cold temperatures, and applied pressure. Other materials include stainless steel, carbon fiber, nylon, hardened rubber, graphite composite, various plasticized products, or other metal products. 
     The hand actuator mechanism  22  provides a twenty degree movement at the point of actuation to the cable assembly illustrated FIG. 3 thereby increasing the effective travel on the rear control paddles  28 ,  30  as shown in FIG.  5 . At rest, or in the un-deployed position, shown in FIG.  4  and FIG. 6, the hand lever and control paddles return to a retracted position by means of retracting springs  42 . The hand actuator is mounted on the left handlebar of the PWC by means of a hand control pivot clamp and cable mount  24 . The hand actuator is connected to the rear assembly by means of a housed cable  26 . 
     In FIG. 12, invention contains said mechanical advantage main housing  60 , which enhances the mechanical advantage of transfer of force from the actuator levers to control surfaces in such a way as to allow easy deployment of levers with maximum force exerted on the brake control surfaces by means of cable mechanical advantage pivot arms  68 . 
     The rear cable assembly of the invention as shown in FIG. 7 connects to the forward actuating mechanism by means of a housed control cable  82 , whereby the single cable  26  runs through the inside of PWC body to the mechanical advantage main housing plate hull mount  60 , and exits the rear transom of the PWC by means of a standard bulkhead through-fitting  32 . The through-fitting provides for a means of passing the cable through the PWC hull, without binding or obstructing the movement of the cable, and providing for a watertight seal. The single cable is fixed to a cable splitter mechanism  34  in the rear of the PWC comprised of machined aluminum and affixed to a secondary set of rear-mounted cables  38 , which are of stainless steel and friction-reducing material construction. 
     A cable splitter mount  36  comprised of machined aluminum or other suitable material secures the cable splitter mechanism  34  to the hull of the PWC by means of mounting screws  46  comprised of stainless steel or other corrosion-resistant material. The cable splitter mount further allows the rear dual actuator cables to terminate and connect to the single forward actuator cable by means of the cable splitter mechanism. In other embodiments, the rear dual actuator cables may pass through the cable splitter mount without mating with the cable splitter mechanism, utilizing two bulkhead through-hull fittings and two independently operated control mechanisms allowing each of the brake surfaces to deploy independent of one another. 
     Rear actuator control cables for augmented steering control  38 , commonly comprised of flexible stainless steel outer housings, which insert into the pivot housing cable bushings  48 , allowing the control cable  38  to pass into and be mounted to the brake device cable rotating pulley  50  by means of cable ball ends  56 . In the un-deployed position FIG. 7, FIG. 3, forward  26  and rear cables  38  are at rest with the brake surfaces  30  retracted by means of rear paddle return springs  42 . Said return springs are comprised of stainless steel or other common corrosion-resistant material, and are fixed to the top edge of the brake surface and top of the pivot housings  40  by means of standard mounting screws. 
     Brake surfaces  28 ,  30  are comprised of machined aluminum or other common corrosion-resistant material and fixed to brake device pivot housings  40  in such a way as to allow the brake devices to pivot by means of cable tension or return spring tension. Brake device pivot housings are mounted to the PWC common ride plate  44  by means of common corrosion-resistant bolts. The brake surfaces are of a size that will provide a reduction of PWC water flow and forward momentum when deployed FIG. 9, and while in the retracted position FIG. 10 do not interfere with the normal forward water low and momentum of the PWC. The rear surface area of each braking paddle incorporates a series of angled ribs  92  increasing the effectiveness of deployment by water flow force and leverage advantage during deployment of said braking surfaces. 
     FIG.  11 -Additional Embodiments 
     Additional embodiments are shown in FIG. 11, where each of the brake surfaces may be deployed independently by means of hand controls. This embodiment requires the addition of an enhanced steering control mechanism  58  and additional bulkhead through-hull fitting  32 . Also required for this embodiment is the elimination of the cable splitter mechanism  34 . This embodiment allows the rider to steer the PWC when coasting, when no power is applied, and no water flowing through the jet nozzle. 
     FIG.  12 -Alternative Embodiments 
     There are various possibilities with regard to the composition of materials, placement of clamps and actuating devices, cable type, lever type, mounting hardware, paddle size and means of actuating the brake surfaces so as to slow, stop or facilitate steering for the rider of the PWC. 
     One variation of the embodiment shown in FIG. 12 is integrated steering, wherein the steering devices are controlled through the steering movement of the existing handlebars, and the brake function is hand controlled. This simplifies the operation for the rider, eliminates additional hand controls, and includes an enhanced steering control mechanism  58 , a mechanical advantage main housing mechanism  60 , augmented steering engagement activator plate  78 , as well as most components in aforementioned preferred embodiment. 
     Advantages 
     From the description above, a number of advantages of my braking and control device for PWC become evident over prior art: 
     a) The vertical alignment of the brake surfaces provide effective impedance to the ride plate water flow, generating an approximate seventy percent increase in braking power over the simple reduction or elimination of throttle. 
     b) Ridges on the brake surfaces create a cupping action increasing the amount of water flow impingement and providing leverage to facilitate deployment of said braking surfaces. 
     c) The retractable nature of the brake surfaces remove water flow impedance when in the retracted position, allowing the full performance characteristics of any PWC to be employed, and reducing the risk of injury to the rider. 
     d) Additional advantages of the retracting brake surfaces include reduced risk of damage to the units when trailering or beaching the watercraft. 
     e) The nature if the invention allows for either original factory installation of the invention or as an after-market addition to PWC already in use. 
     f) Configuration of braking control surfaces as described herein provides for enhanced control of PWC, without compromising the performance of the watercraft. The nature of the braking control surfaces allows deployment of a single surface for turning, or both surfaces simultaneously for braking, without causing the PWC to unduly dive or otherwise loose originally designed performance integrity. 
     g) The hull mount cable lever system as described herein enhances the mechanical advantage of transfer of force from the actuator levers to control surfaces in such a way as to allow easy deployment of paddles with maximum force exerted on the brake control surfaces. 
     h) Integrated steering control, as described herein, facilitates ease of operation combined with enhanced performance characteristics of the PWC. 
     i) The employment of many common mechanisms in this invention familiar to those versed in the art facilitates operation, installation, and reduction of cost to manufacture. Operation—FIGS. 3,  4 ,  7 ,  8 ,  11 ,  14 , 
     The manner of operating the braking and control device to slow or stop a PWC is almost identical to the operation of brake devices in present use on bicycles and motorcycles. Namely, the rider, in a seated or upright position, pulls on the hand actuating lever FIG. 3 to achieve deployment of the brake control surfaces FIG. 5, while releasing the prior art throttle lever  62 . By pulling on the hand-actuating lever  22 , the rider creates tension on the forward cable assembly  26 . Said cable assembly exerts force on the hull mount cable lever mechanism FIG. 14, creating a mechanical advantage delivered to, and deploying, said braking control surfaces FIG.  8 . To release the brakes, the rider releases the hand-actuating lever FIG. 4, thereby releasing tension of said forward cable and hull mount cable mechanism respectively, returning the brake control surfaces to the retracted or un-deployed position FIG. 7 by means of rear paddle return springs  42 . 
     Alternatively, as shown in FIG. 11, the rider may deploy said brake control surfaces by said means of a single hand lever, and independently deploy the integrated steering mechanism by means of a separate lever  54 . In this embodiment, the rider can choose to deploy both said brake control surface simultaneously by means of said hand actuating lever, or deploy said integrated steering mechanism by means of a smaller lever mounted on the same handlebar FIG. 11 allowing the handlebar steering to actuate each brake, or steering, control surface independently. 
     In order to fully understand and appreciate the benefits of one embodiment of present invention wherein deploying the integrated steering mechanism FIG. 13, the operator, with or without throttle applied, pulls the steering control actuator lever  54 , which in turn pulls the single forward actuator cable  26  engaging the enhanced steering control mechanism  58  and the steering paddle engagement plate  52  therein. The enhanced steering control mechanism incorporates several advantageous means to transfer steering control from the existing PWC handlebar assembly  52 , and existing PWC main steering post  84  to the said brake surfaces  28 ,  30 . As the said steering actuator lever is pulled, said actuator cable engages the lever activated engagement clamp collar  88  containing means for clamping to said main steering post with clamp collar pivot pin  90  and clamp collar compression zone  80 . Engaged, said integrated steering mechanism provides means for individual deployment of said brake surfaces by turning the augmented steering engagement actuator plate  78  containing double acting cable captured pin slots  76 , thereby engaging one of two captivated floating cables  86  by means of said captured pin slots and allowing the other of two said captivated floating cables to float or rest in the un-deployed position. 
     When said captivated floating cables  86  contained within standard marine grade flexible cable  82  are engaged, the energy or pull is transferred to said mechanical advantage main housing  66  by means of a cable splitter main frame  74  assembly and a cable splitter  72 , whereby said single forward actuator cable  26  is separated into two cables by means of said cable splitter. Both cables attach to the hull mount cable lever system  60  containing means for applying mechanical advantage through the cable housing attachment point  70  and terminate via standard clevis connectors  64  on the dual cable mechanical advantage pivot arm  68  attached to said mechanical advantage main housing plate  66 . 
     When engaged, said pivot arms  68  pivot and engage rear standard marine grade flexible cables by means of standard clevis connectors. Rear cables attach to said mechanical advantage main housing plate by means of said cable housing attachment points and exit the inner PWC hull by means of bulkhead cable through-hull fittings  32  whereby said rear cables connect to brake device paddle pivot housings  40  by means of pivot housing cable connector bushings  48 . Said brake device paddle pivot housings connect to the PWC existing ride plate surface  44  by means of standard bolts and contain the cable rotation pulley  50 , rear paddle. return springs  42 , cable ball ends  56 , and said brake surfaces  28 ,  30 , providing means for independent deployment and retraction of said brake surfaces. Ribs incorporated into said rear brake surfaces  92  create a cupping action increasing the effectiveness of deployment by water flow force and leverage advantage during deployment of said braking surfaces. Conclusion, Ramifications, and Scope 
     Accordingly, the reader will see that the braking and control device of this invention can be used to brake PWC with or without propulsion, can be used to steer PWC with or without propulsion, enhance the steering and performance characteristics of PWC, and provide control and safety improvements previously unavailable for PWC. 
     In addition, this invention can be factory installed by the manufacturer, or by an authorized technician as a safety or control accessory. 
     Furthermore, the invention has the additional advantages in that: 
     It is instinctive and easy to operate; 
     It is made of superior, corrosion-resistant materials that improve reliability, 
     It can be easily installed and maintained, by manufacturer or rider; 
     It can be deployed effectively under varying propulsion and coasting environments; 
     It is unobtrusive, in that it is retractable; 
     It will not interfere with the newer generation PWC that contain a jet nozzle that serves to propel, steer and trim the watercraft; 
     It will supplement and augment the capabilities of newer generation PWC that contain a jet nozzle that serves to propel, steer and trim the watercraft; 
     The hull mount cable lever mechanism provides mechanical advantage for ease of operation, and effective use of energy in deployment of braking and steering surfaces; 
     It allows the operator to slow the vessel, as required, under a variety of conditions; 
     In several embodiments, it allows for several different configurations and capabilities, including hand actuated steering and braking and integrated handlebar steering; 
     The incorporated ridges on the braking surfaces facilitate deployment, increase water flow impingement, and increase steering and braking performance characteristics; 
     Integrated handlebar steering provides a highly-simplified means of enhancing a PWC&#39;s performance characteristics; 
     It offers the potential to increase the safety factor of PWC in general. 
     Employing common levers, cables and fittings reduce the cost of manufacture, ownership, and increases user familiarity for those versed in the art. 
     The above description contains many specifics, which should not be construed as limiting the scope of the invention but as merely providing illustrations of some presently preferred embodiments of this invention. For example, the hand levers can take other shapes or forms, the actuating mechanism can be modified, shortened or lengthened, and the paddles may take other shapes and sizes including multiple surfaces. 
     Thus the scope of this invention should be determined by the claims herein and their legal equivalents, rather than by the examples given herein.