Trim and reverse system for a watercraft jet propulsion system

A watercraft has a hull, a deck, an engine compartment, an engine disposed in the engine compartment, a steering assembly, a jet pump, a venturi connected to the jet pump, a variable trim system (VTS) support rotationally mounted relative to the venturi about a VTS axis, a steering nozzle rotationally mounted to the VTS support about a steering axis, and a gate rotationally mounted relative to the venturi about a gate axis. The gate is operatively connected to the VTS support such that rotation of the gate about the gate axis results in rotation of the VTS support about the VTS axis. An actuator is operatively connected to the gate to rotate the gate about the gate axis. The gate is operatively connected between the actuator and the VTS support. A jet propulsion system and a variable trim system and gate assembly are also disclosed.

FIELD OF THE INVENTION

The present invention relates to watercraft propelled by jet propulsion systems having a variable trim system and a reverse gate.

BACKGROUND

There exist many different ways to propel watercraft. One way is to use what is known as a jet propulsion system which is powered by an engine of the watercraft. The jet propulsion system typically consists of a jet pump which pressurizes water from the body of water and expels it through a venturi as a jet rearwardly of the watercraft to create thrust. Usually, a steering nozzle is pivotally mounted rearwardly of the venturi. The steering nozzle is operatively connected to a steering assembly of the watercraft which causes it to turn left or right to redirect the jet of water and thereby steer the watercraft.

To be able to move in the reverse direction, the jet propulsion system of these watercraft are usually provided with a reverse gate. The reverse gate is movable between stowed positions and reverse positions. In the stowed positions, the reverse gate does not interfere with the jet of water coming from the steering nozzle, thus allowing the watercraft to move forward. In the reverse positions, the reverse gate redirects the jet of water coming from the steering nozzle towards a front of the watercraft, thus causing the watercraft to move in a reverse direction. The reverse gate is typically manually activated by the driver via a lever positioned near the driver. Cables and linkages are used to connect the lever with the reverse gate. In some watercraft, the lever is electrically connected to an electric motor which moves the reverse gate between its various positions.

Some watercraft are also provided with a variable trim system (VTS) which allows the adjustment of the orientation of the watercraft (about a laterally extending axis) with respect to the water as the watercraft is moving. In one type of VTS, the steering nozzle is gimballed and can pivot about a horizontal axis to redirect the jet of water slightly up or down to adjust the trim. A VTS can be mechanically or electrically activated. In mechanical versions, a finger activated lever on the steering assembly is connected to a push-pull cable linked to the gimbal. The lever causes the cable to push or pull on the gimbal and thus rotate the steering nozzle in the desired direction. In other versions, a pull-pull cable is used. Other mechanical versions are available which are accessible from the rear of the watercraft. In electric versions, an electric motor is operatively connected to the gimbal so as to rotate it to obtain the desired position of the steering nozzle. Buttons located near the steering assembly send electrical signals to the electric motor to control the position of the steering nozzle.

Although a VTS and a reverse gate are often both provided in jet propulsion systems, each is provided with its own independent mechanism and actuation system. This can lead to increased complexity and increased cost due to the number of parts necessary. Also, the space available around a jet propulsion system is typically minimal and providing two separate mechanisms (one for the VTS and one for the reverse gate) can prove difficult.

Therefore, there is a need for a watercraft and a jet propulsion for a watercraft which has a VTS and a reverse gate which does not require two independent mechanisms and actuation systems.

SUMMARY

It is an object of the present invention to ameliorate at least some of the inconveniences present in the prior art.

In one aspect, a watercraft has a hull, a deck disposed on the hull, an engine compartment defined between the hull and the deck, an engine disposed in the engine compartment, a steering assembly disposed at least in part on the deck, a jet pump connected to the hull and being operatively connected to the engine, a venturi connected to a rearward end of the jet pump, a variable trim system (VTS) support rotationally mounted relative to the venturi about a VTS axis, the VTS axis extending generally laterally and horizontally, a steering nozzle rotationally mounted to the VTS support about a steering axis such that the steering nozzle rotates about the VTS axis with the VTS support, the steering axis being generally perpendicular to the VTS axis, the steering nozzle being operatively connected to the steering assembly and being disposed at least in part rearwardly of the venturi, a gate rotationally mounted relative to the venturi about a gate axis, the gate axis extending generally laterally and horizontally, the gate being operatively connected to the VTS support such that rotation of the gate about the gate axis results in rotation of the VTS support about the VTS axis, and an actuator operatively connected to the gate to rotate the gate about the gate axis, the gate being operatively connected between the actuator and the VTS support.

In a further aspect, at least one follower extends from one of the VTS support and the gate. At least one abutment surface is disposed on an other one of the VTS support and the gate. The at least one follower abuts the at least one abutment surface through at least a range of rotation of the gate. Rotation of the gate about the gate axis results in a displacement of the at least one follower along the at least one abutment surface. The displacement of the at least one follower along the at least one abutment surface results in rotation of the VTS support about the VTS axis.

In an additional aspect, the at least one abutment surface is disposed on the gate and the at least one follower is disposed on the VTS support.

In a further aspect, the at least one abutment surface is at least one first abutment surface. The watercraft also has at least one second abutment surface disposed on the other one of the VTS support and the gate. The at least one second abutment surface extends from the at least one first abutment surface. Rotation of the gate about the gate axis through a first range of angles results in the displacement of the at least one follower along the at least one first abutment surface. The displacement of the at least one follower along the at least one first abutment surface results in rotation of the VTS support about the VTS axis. Rotation of the gate about the gate axis through a second range of angles results in a displacement of the at least one follower along the at least one second abutment surface. The displacement of the at least one follower along the at least one second abutment surface maintaining the VTS support in position.

In an additional aspect, the displacement of the at least one follower along the at least one second abutment surface maintains the VTS support in a fully lowered position.

In a further aspect, the at least one second abutment surface is an arcuate surface having the gate axis as a center of curvature.

In an additional aspect, the at least one first abutment surface is straight.

In a further aspect, rotation of the gate between a first angle and a second angle causes a rotation of the VTS support about the VTS axis. Positions of the gate between the first and second angles are stowed positions. The VTS support remains in a fixed position during rotation of the gate between the second angle and a third angle. Positions of the gate between the second angle and the third angle are positions where the gate redirects a jet of water expelled from the steering nozzle when the engine is in operation.

In an additional aspect, the VTS support is a VTS ring encircling at least a portion of the steering nozzle. The steering nozzle is rotationally mounted to the VTS ring about the steering axis at a top and at a bottom of the VTS ring.

In a further aspect, the gate axis is offset from the VTS axis.

In an additional aspect, the gate axis is vertically lower than the VTS axis.

In a further aspect, a left side bracket is connected to a left side of the venturi and a right side bracket is connected to a right side of the venturi. The VTS support is rotationally mounted to the left and right side brackets about the VTS axis. The gate is rotationally mounted to the left and right side brackets about the gate axis. The gate axis is offset from the VTS axis.

In an additional aspect, the left side bracket is disposed between the gate and the VTS support, and the right side bracket is disposed between the gate and the VTS support. The VTS support is disposed between the left and right side brackets.

In a further aspect, at least one of the left and right side brackets includes at least one stopper. The at least one stopper abuts at least one of the VTS support and the gate to limit rotation of the at least one of the VTS support and the gate in a least one direction.

In an additional aspect, the at least one abutment surface is at least one first abutment surface. The watercraft also has at least one second abutment surface disposed on the other one of the VTS support and the gate. The at least one follower abuts the at least one first abutment surface when the gate rotates in a first direction and the at least one follower abuts the at least one second abutment surface when the gate rotates in a second direction opposite the first direction. Rotation of the gate about the gate axis in the first direction results in the displacement of the at least one follower along the at least one first abutment surface. The displacement of the at least one follower along the at least one first abutment surface results in rotation of the VTS support about the VTS axis in the first direction. Rotation of the gate about the gate axis in the second direction results in the displacement of the at least one follower along the at least one second abutment surface. The displacement of the at least one follower along the at least one second abutment surface results in rotation of the VTS support about the VTS axis in the second direction.

In a further aspect, the at least one first and second abutment surfaces define a channel. The at least one follower is received in the at least one channel.

In an additional aspect, the actuator is a linear actuator.

In a further aspect, the gate includes: a gate body having an inner surface and an outer surface; and at least one deflector connected to the outer surface of the gate body.

In another aspect, a variable trim system and gate assembly for a watercraft jet propulsion system has a variable trim system (VTS) support adapted to be rotationally mounted to a venturi of the jet propulsion system about a generally laterally and horizontally extending VTS axis, the VTS support being adapted to rotationally mount a steering nozzle to the VTS support about a steering axis, the steering axis being generally perpendicular to the VTS axis, and a gate operatively connected to the VTS support about a generally laterally and horizontally extending gate axis such that rotation of the gate about the gate axis results in rotation of the VTS support about the VTS axis, the gate being adapted to be connected to an actuator such that the gate is operatively connected between the actuator and the VTS support.

In an additional aspect, the variable trim system and gate assembly has the venturi. The VTS support is rotationally mounted to the venturi about the VTS axis.

In a further aspect, at least one follower extends from one of the VTS support and the gate. At least one abutment surface is disposed on an other one of the VTS support and the gate. The at least one follower abuts the at least one abutment surface through at least a range of rotation of the gate. Rotation of the gate about the gate axis results in a displacement of the at least one follower along the at least one abutment surface. The displacement of the at least one follower along the at least one abutment surface results in rotation of the VTS support about the VTS axis.

In an additional aspect, the at least one abutment surface is disposed on the gate and the at least one follower is disposed on the VTS support.

In a further aspect, the at least one abutment surface is at least one first abutment surface. The variable trim system and gate assembly also has at least one second abutment surface disposed on the other one of the VTS support and the gate. The at least one second abutment surface extends from the at least one first abutment surface. Rotation of the gate about the gate axis through a first range of angles results in the displacement of the at least one follower along the at least one first abutment surface. The displacement of the at least one follower along the at least one first abutment surface results in rotation of the VTS support about the VTS axis. Rotation of the gate about the gate axis through a second range of angles results in a displacement of the at least one follower along the at least one second abutment surface. The displacement of the at least one follower along the at least one second abutment surface maintaining the VTS support in position.

In an additional aspect, the at least one abutment surface is at least one first abutment surface. The variable trim system and gate assembly also has at least one second abutment surface disposed on the other one of the VTS support and the gate. The at least one follower abuts the at least one first abutment surface when the gate rotates in a first direction and the at least one follower abuts the at least one second abutment surface when the gate rotates in a second direction opposite the first direction. Rotation of the gate about the gate axis in the first direction results in the displacement of the at least one follower along the at least one first abutment surface. The displacement of the at least one follower along the at least one first abutment surface results in rotation of the VTS support about the VTS axis in the first direction. Rotation of the gate about the gate axis in the second direction results in the displacement of the at least one follower along the at least one second abutment surface. The displacement of the at least one follower along the at least one second abutment surface results in rotation of the VTS support about the VTS axis in the second direction.

In a further aspect, the gate axis is offset from the VTS axis.

In an additional aspect, rotation of the gate between a first angle and a second angle causes a rotation of the VTS support about the VTS axis. Positions of the gate between the first and second angles are stowed positions. The VTS support remains in a fixed position during rotation of the gate between the second angle and a third angle. Positions of the gate between the second angle and the third angle are positions where the gate redirects a jet of water expelled from the steering nozzle when the watercraft jet propulsion system is in operation.

In a further aspect, the VTS support has a first pair of apertures for rotationally mounting the VTS support relative to the venturi about the VTS axis and a second pair of apertures adapted to rotationally mount the steering nozzle to the VTS support about the steering axis.

For purposes of this application, terms related to spatial orientation such as forwardly, rearwardly, left, and right, are as they would normally be understood by a driver of the watercraft sitting thereon in a normal driving position. Terms related to spatial orientation when referring to the jet propulsion system alone should be understood as they would normally be understood when the jet propulsion system is installed on a watercraft. The explanations provided above regarding the above terms take precedence over explanations of these terms that may be found in any one of the documents incorporated herein by reference.

DETAILED DESCRIPTION

The embodiments of the present watercraft jet propulsion system will be described with respect to a personal watercraft and a jet boat. However, it is contemplated that embodiments of the present watercraft jet propulsion system could be used with other types of watercraft.

The general construction of a personal watercraft10will be described with respect toFIGS. 1 to 5. The following description relates to one way of manufacturing a personal watercraft. Those of ordinary skill in the watercraft art should recognize that there are other known ways of manufacturing and designing personal watercraft and that these are contemplated.

The personal watercraft10ofFIG. 1includes a hull12and a deck14. The hull12buoyantly supports the watercraft10in the water. The deck14is designed to accommodate a rider and, in some watercraft, one or more passengers. The hull12and deck14are joined together at a seam16that joins the parts in a sealing relationship. The seam16comprises a bond line formed by an adhesive. Other known joining methods could be used to sealingly engage the hull12and deck14together, including but not limited to thermal fusion, molding or fasteners such as rivets or screws. A bumper18generally covers the seam16, which helps to prevent damage to the outer surface of the watercraft10when the watercraft10is docked, for example. The bumper18can extend around the bow56, as shown, or around any portion or the entire seam16.

The space between the hull12and the deck14forms a volume commonly referred to as the engine compartment20. The engine compartment20accommodates an engine22(shown schematically inFIG. 1), as well as a muffler, gas tank, electrical system (battery, electronic control unit, etc.), air box, storage bins24,26, and other elements required or desirable in the watercraft10.

As seen inFIGS. 1 and 2, the deck14has a centrally positioned straddle-type seat28positioned on top of a pedestal30to accommodate a driver and a passenger in a straddling position. The seat28includes a first, front seat portion32and a second, rear, raised seat portion34. The first and second seat portions32,34are removably attached to the pedestal30by a hook and tongue assembly (not shown) at the front of each seat and by a latch assembly (not shown) at the rear of each seat, or by any other known attachment mechanism. The seat portions32,34can be individually tilted or removed completely. One of the seat portions32,34covers an engine access opening (in this case above engine22) defined by a top portion of the pedestal30to provide access to the engine22(FIG. 1). The other seat portion (in this case portion34) covers a removable storage box26(FIG. 1). It is contemplated that the seat28could be a single seat element. It is also contemplated that the seat28could be sized to accommodate only a driver or a driver and more than one passenger. A “glove compartment” or small storage box36is provided in front of the seat28.

A grab handle38is provided between the pedestal30and the rear of the seat28to provide a handle onto which a passenger may hold. This arrangement is particularly convenient for a passenger seated facing backwards for spotting a water skier, for example. Beneath the handle38, a tow hook40is mounted on the pedestal30. The tow hook40can be used for towing a skier or floatation device, such as an inflatable water toy.

As best seen inFIGS. 2 and 4, the watercraft10has a pair of generally upwardly extending walls located on either side of the watercraft10known as gunwales or gunnels42. The gunnels42help to prevent the entry of water in the footrests46of the watercraft10, provide lateral support for the riders' feet, and also provide buoyancy when turning the watercraft10, since personal watercraft roll slightly when turning. Towards the rear of the watercraft10, the gunnels42extend inwardly to act as heel rests44. Heel rests44allow a passenger riding the watercraft10facing towards the rear, to spot a water-skier for example, to place his or her heels on the heel rests44, thereby providing a more stable riding position. Heel rests44could also be formed separate from the gunnels42.

Located on both sides of the watercraft10, between the pedestal30and the gunnels42are the footrests46. The footrests46are designed to accommodate a rider's feet in various riding positions. To this effect, the footrests46each have a forward portion48angled such that the front portion of the forward portion48(toward the bow56of the watercraft10) is higher, relative to a horizontal reference point, than the rear portion of the forward portion48. The remaining portions of the footrests46are generally horizontal. Of course, any contour conducive to a comfortable rest for the riders' feet could be used. The footrests46are covered by carpeting50made of a rubber-type material, for example, to provide additional comfort and traction for the feet of the riders.

A reboarding platform52is provided at the rear of the watercraft10on the deck14to allow the driver or a passenger to easily reboard the watercraft10from the water. Carpeting or some other suitable covering covers the reboarding platform52. A retractable ladder (not shown) may be affixed to the transom54to facilitate boarding the watercraft10from the water onto the reboarding platform52.

Referring to the bow56of the watercraft10, as seen inFIGS. 2 and 3, the watercraft10is provided with a hood58located forwardly of the seat28and a steering assembly including a helm assembly60. A hinge (not shown) is attached between a forward portion of the hood58and the deck14to allow the hood58to move to an open position to provide access to the front storage bin24(FIG. 1). A latch (not shown) located at a rearward portion of the hood58locks the hood58into a closed position. When in the closed position, the hood58prevents water from entering the front storage bin24. Rearview mirrors62are positioned on either side of the hood58to allow the rider to see behind the watercraft10. A hook64is located at the bow56of the watercraft10. The hook64is used to attach the watercraft10to a dock when the watercraft10is not in use or to attach to a winch when loading the watercraft10on a trailer for instance.

As best seen inFIGS. 3, 4, and 5, the hull12is provided with a combination of strakes66and chines68. A strake66is a protruding portion of the hull12. A chine68is the vertex formed where two surfaces of the hull12meet. The combination of strakes66and chines68provide the watercraft10with its riding and handling characteristics.

Sponsons70are located on both sides of the hull12near the transom54. The sponsons70have an arcuate undersurface that gives the watercraft10both lift while in motion and improved turning characteristics. The sponsons70are fixed to the surface of the hull12and can be attached to the hull12by fasteners or molded therewith. It is contemplated that the position of the sponsons70could be adjusted with respect to the hull12to change the handling characteristics of the watercraft10and to accommodate different riding conditions.

As best seen inFIGS. 3 and 4, the helm assembly60is positioned forwardly of the seat28. The helm assembly60has a central helm portion72that may be padded, and a pair of steering handles74, also referred to as a handlebar. One of the steering handles74is provided with a throttle operator76, which allows the rider to control the engine22, and therefore the speed of the watercraft10. The throttle operator76can be in the form of, but not limited to, a thumb-actuated throttle lever (as shown), a finger-actuated throttle lever, or a twist grip. The throttle operator76is movable between an idle position and multiple actuated positions. The throttle operator76is biased towards the idle position, such that when the driver of the watercraft10lets go of the throttle operator76, it moves to the idle position. The other of the steering handles74is provided with a lever77used by the driver to control the jet propulsion system84as described in greater detail below. It is contemplated that the lever77could be omitted. In such an embodiment, the lever77could be replaced by another type of input to the jet propulsion system84, such as buttons or switches, or the aspects of the jet propulsion system84that would have been controlled by the lever77could be controlled automatically.

As seen inFIG. 2, a display area or cluster78is located forwardly of the helm assembly60. The display cluster78can be of any conventional display type, including, but not limited to, a liquid crystal display (LCD), dials or LED (light emitting diodes). The central helm portion72has various buttons80, which could alternatively be in the form of levers or switches that allow the driver to modify the display data or mode (speed, engine rpm, time . . . ) on the display cluster78. It is contemplated that in some embodiments, the buttons80may also be used by the driver to control the jet propulsion system84as described in greater detail below.

The helm assembly60also has a key receiving post82located near a center of the central helm portion72. The key receiving post82is adapted to receive a key (not shown) that starts the watercraft10. The key is typically attached to a safety lanyard (not shown). It should be noted that the key receiving post82may be placed in any suitable location on the watercraft10.

Returning toFIGS. 1 and 5, the watercraft10is generally propelled by a jet propulsion system84. The jet propulsion system84pressurizes water to create thrust. The water is first scooped from under the hull12through an inlet86, which has a grate (not shown in detail). The inlet grate prevents large rocks, weeds, and other debris from entering the jet propulsion system84, which may damage the jet propulsion system84or negatively affect performance. Water flows from the inlet86through a water intake ramp88. The top portion90of the water intake ramp88is formed by the hull12, and a ride shoe (not shown in detail) forms its bottom portion92. Alternatively, the intake ramp88may be a single piece or an insert to which the jet propulsion system84attaches. In such cases, the intake ramp88and the jet propulsion system84are attached as a unit in a recess in the bottom of hull12.

From the intake ramp88, water enters the jet propulsion system84. As seen inFIG. 4, the jet propulsion system84is located in a formation in the hull12, referred to as the tunnel94. The tunnel94is defined at the front, sides, and top by walls95formed by the hull12and is open at the transom54. The bottom of the tunnel94is closed by a ride plate96. The ride plate96creates a surface on which the watercraft10rides or planes at high speeds.

The jet propulsion system84includes a jet pump99. The forward end of the jet pump99is connected to the front wall95of the tunnel94via a pump mounting plate97(FIG. 8). The jet pump99includes an impeller101(FIG. 8) and a stator (not shown). The impeller101is coupled to the engine22by one or more shafts98, such as a driveshaft and an impeller shaft. The rotation of the impeller101pressurizes the water, which then moves over the stator that is made of a plurality of fixed stator blades (not shown). The role of the stator blades is to decrease the rotational motion of the water so that almost all the energy given to the water is used for thrust, as opposed to swirling the water. Once the water leaves the jet pump99, it goes through a venturi100that is connected to the rearward end of the jet pump99. The venturi's exit diameter is smaller than its entrance diameter. As a result the water is accelerated further, thereby providing more thrust. A steering nozzle102is rotationally mounted relative to the venturi100, as described in greater detail below, so as to pivot about a steering axis104(FIG. 4).

The steering nozzle102is operatively connected to the helm assembly60via a push-pull cable (not shown) such that when the helm assembly60is turned, the steering nozzle102pivots about the steering axis104. This movement redirects the pressurized water coming from the venturi100, so as to redirect the thrust and steer the watercraft10in the desired direction.

The jet propulsion system84is provided with a gate110that is movable between a plurality of positions. In the illustrated embodiment, the gate110is a reverse gate110that is movable between a plurality of stowed positions where it does not interfere with a jet of water being expelled by the steering nozzle102and a plurality of positions where it redirects the jet of water being expelled by the steering nozzle102as described in greater detail below. Aspects of the reverse gate110will be described in greater detail below. The reverse gate110is used to cause the watercraft10to move in a reverse direction by redirecting the jet of water being expelled by the steering nozzle102toward a front of the watercraft10. In some embodiments, the reverse gate110can also be used to cause the forwardly moving watercraft10to decelerate by redirecting the jet of water from the steering nozzle102in the same manner and/or by creating drag in the water. It is contemplated that the reverse gate110could be replaced by another type of gate that is not shaped to redirect the jet of water being expelled by the steering nozzle102toward a front of the watercraft10, and thus does not allow the watercraft10to move in the reverse direction, but that is suitably shaped to decelerate the watercraft10when lowered.

When the watercraft10is moving, its speed is measured by a speed sensor106attached to the transom54of the watercraft10. The speed sensor106has a paddle wheel108that is turned by the water flowing past the hull12. In operation, as the watercraft10goes faster, the paddle wheel108turns faster in correspondence. An electronic control unit (ECU) (not shown) connected to the speed sensor106converts the rotational speed of the paddle wheel108to the speed of the watercraft10in kilometers or miles per hour, depending on the driver's preference. The speed sensor106may also be placed in the ride plate96or at any other suitable position. Other types of speed sensors, such as, but not limited to, pitot tubes, and processing units could be used. Alternatively, a global positioning system (GPS) unit could be used to determine the speed of the watercraft10by calculating the change in position of the watercraft10over a period of time based on information obtained from the GPS unit.

The general construction of a jet boat120will now be described with respect toFIGS. 6 and 7. The following description relates to one way of manufacturing a jet boat. Those of ordinary skill in the jet boat art should recognize that there are other known ways of manufacturing and designing watercraft such as jet boats and that these are contemplated.

For simplicity, the components of the jet boat120which are similar in nature to the components of the personal watercraft10described above will be given the same reference numerals. It should be understood that their specific construction may vary however.

The jet boat120has a hull12and a deck14supported by the hull12. The deck14has a forward passenger area122and a rearward passenger area124. A right console126and a left console128are disposed on either side of the deck14between the two passenger areas122,124. A passageway130disposed between the two consoles126,128allows for communication between the two passenger areas122,124. A door131is used to selectively open and close the passageway130. A pair of engines (not shown) is located between the hull12and the deck14at the back of the boat120. The pair of engines powers a pair of jet propulsion systems84(only a left one of which is shown). Each jet propulsion system84is of similar construction as the jet propulsion system84of the personal watercraft10described above, and in greater detail below, and will therefore not be described in detail here. It is contemplated that the boat120could have only one engine powering both jet propulsion systems84. It is also contemplated that the boat120could have only one engine powering only one jet propulsion system84. The engines are accessible through an engine cover132located behind the rearward passenger area124. The engine cover132can also be used as a sundeck for a passenger of the boat120to sunbathe on while the boat120is not in motion. A reboarding platform52is located at the back of the deck14for passengers to easily reboard the boat120from the water.

The forward passenger area122has a C-shaped seating area136for passengers to sit on. The rearward passenger area124also has a C-shaped seating area138at the back thereof. A driver seat140facing the right console126and a passenger seat142facing the left console124are also disposed in the rearward passenger area124. It is contemplated that the driver and passenger seats140,142could swivel so that the driver and passenger occupying these seats can socialize with passengers occupying the C-shaped seating area138. A windshield139is provided at least partially on the left and right consoles124,126and forwardly of the rearward passenger area124to shield the passengers sitting in that area from the wind when the boat120is in movement. The right and left consoles126,128extend inwardly from their respective side of the boat120. At least a portion of each of the right and the left consoles126,128is integrally formed with the deck14. The right console126has a recess144formed on the lower portion of the back thereof to accommodate the feet of the driver sitting in the driver seat140and an angled portion of the right console126acts as a footrest146. A foot pedal147is provided on the footrest146which, in some embodiments, may be used to control the jet propulsion system84as described in greater detail below. The left console128has a similar recess (not shown) to accommodate the feet of the passenger sitting in the passenger seat142. The right console126accommodates all of the elements necessary for the driver to operate the boat120. These include, but are not limited to, a steering assembly including a steering wheel148, a throttle operator76in the form of a throttle lever, and an instrument panel152. The instrument panel152has various dials indicating the watercraft speed, engine speed, fuel and oil level, and engine temperature. The speed of the boat120is measured by a speed sensor (not shown) which can be in the form of the speed sensor106described above with respect to the personal watercraft10or a GPS unit or any other type of speed sensor which could be used for marine applications. It is contemplated that the elements attached to the right console126could be different than those mentioned above. The left console128incorporates a storage compartment (not shown) which is accessible to the passenger sitting the passenger seat142.

Turning now toFIGS. 8 to 18Ca first embodiment of the jet propulsion system84will be described. In the description provided above, the jet propulsion system84is disposed in a tunnel94of the watercraft10. However, it is contemplated that the jet propulsion system84could be mounted directly to the transom54.

As previously mentioned, the jet propulsion assembly84includes a jet pump99, a venturi100, a steering nozzle102, and a reverse gate110. Left and right side brackets158are fastened to bosses159formed on the left and right sides of the venturi100respectively. A variable trim system (VTS) support160is rotationally mounted to the left and right side brackets158about a VTS axis162(FIG. 12B). The VTS axis162extends generally laterally and horizontally. As can been seen inFIG. 12Cfor example, the VTS support160is disposed between the brackets158. Threaded fasteners164are used to connect the VTS support160to the side brackets158. It is contemplated that the VTS support160could be rotationally mounted about the VTS axis162directly to the jet pump99or the venturi100so as to be rotationally mounted relative to the venturi100. It is also contemplated that the VTS support160could be rotationally mounted about the VTS axis162to the side walls95of the tunnel94directly or through suitable brackets so as to be rotationally mounted relative to the venturi100. As best seen inFIG. 10, the VTS support160is in the shape of a ring and is therefore a VTS ring, but other shapes are contemplated. The VTS support160encircles the forward portion of the steering nozzle102. The steering nozzle102is rotationally mounted via fasteners166at a top and bottom of the VTS support160about the steering axis104such that the steering nozzle102rotates with the VTS support160about the VTS axis162as described below. The steering axis104is perpendicular to the VTS axis162. The reverse gate110is rotationally mounted to the left and right side brackets158about a reverse gate axis168(FIG. 12A). The reverse gate axis168extends generally laterally and horizontally and is parallel to the VTS axis162. As can be seen inFIG. 17A, the reverse gate axis168is offset from the VTS axis162, with the reverse gate axis168being disposed vertically lower than the VTS axis162. Threaded fasteners170are used to connect the reverse gate110to the side brackets158. As can be seen inFIG. 12Cfor example, the left and right brackets158are disposed between the reverse gate110and the VTS support160. It is contemplated that the reverse gate110could be rotationally mounted about the reverse gate axis168to the side walls95of the tunnel94directly or through suitable brackets. It is also contemplated that the side brackets158could be connected to the sides of the jet pump99.

Turning now toFIGS. 9A to 9D, the left side bracket158will be described in more detail. The right side bracket158is a mirror image of the left side bracket158and as such will not be described in detail herein.

The side bracket158has a pair of tabs172having apertures174defined therein used to fasten the side bracket158to the bosses159of the venturi100. From the tabs172, a pair of legs176extends laterally to a central portion178of the side bracket158. The central portion178defines a pair of vertically spaced bores180therein. The bores180are adapted to receive fasteners used to attach springs used in alternative embodiments of the jet propulsion unit84described below. It is contemplated that the bores180could be omitted. From the central portion178, a plate182extends rearwardly. The plate182defines vertically spaced apertures184and186. The aperture184is adapted to receive the fastener164used to connect the VTS support160to the bracket158. The aperture186is adapted to receive the fastener170used to connect the reverse gate110to the bracket158. The legs176space the plate182laterally from the venturi100thereby providing the space necessary to receive the VTS support160between the bracket158and the venturi100.

The central portion178of the side bracket158defines an upper reverse gate stopper188. As will be described below, the reverse gate110abuts the upper reverse gate stopper188when the reverse gate110is in its fully raised position. The bottom of the central portion178and the lower one of the legs176of the side bracket158together define a lower reverse gate stopper190. As will be described below, the reverse gate110abuts the lower reverse gate stopper190when the reverse gate110is in its fully lowered position. The central portion178of the side bracket158also defines a VTS down stopper192(FIG. 9D). As will be described below, the VTS support160abuts the VTS down stopper192when the VTS support160is in its fully lowered position.

With reference toFIG. 10, the VTS support160will be described in more detail. As previously mentioned, the VTS support160is generally ring-shaped, but other shapes are contemplated. The VTS support160includes upper and lower arcuate portions194connected together by two generally C-shaped portions196. The arcuate portions194define apertures198(only one of which is shown) used to rotationally connect the steering nozzle102to the VTS support160about the steering axis104using the fasteners166. The upper arcuate portion194has an upwardly extending tab200defining an aperture202. The tab200and aperture202allow the VTS support160to be used in the jet propulsion system84′ described in greater detail below. The tab200and aperture202are not used in the jet propulsion system84, and it is therefore contemplated that they could be omitted. The C-shaped portions196define apertures204used to receive the fasteners164to fasten the VTS support160to the side brackets158about the VTS axis162. The C-shaped portions196also provide the space necessary to receive the link206(FIG. 12C) used to connect the steering nozzle102to the steering assembly of the watercraft10. A pair of generally L-shaped arms208extends rearward from the pair of C-shaped portions196. It is contemplated that the arms208could have other shapes. A follower, in the form of a roller210, is provided on the rear part of each arm208, such that the rollers210are disposed rearwardly of the VTS axis162and the reverse gate axis168. The rollers210are arranged so as to be disposed laterally between the reverse gate110and the arms208in the assembled jet propulsion system84. The rollers210are removable to allow the VTS support160to be used in the jet propulsion system84′ described in greater detail below. It is contemplated that the rollers210could be replaced by other types of followers. For example, the followers could be extensions of the arms208or pins connected to the arms208. The VTS support160also has two legs212extending downwardly from the C-shaped portions196. The front surface of the legs212each abut the VTS down stopper192of a corresponding one of the side brackets158when the VTS support160is in its fully lowered position as can be seen inFIG. 15Bfor example.

Turning now toFIG. 11A, the reverse gate110will be described in more detail. The reverse gate110has a reverse gate body214and two side walls216connected to the sides of the reverse gate body214. The reverse gate body214has an inner arcuate surface218and an outer arcuate surface220. When the reverse gate110is rotated about the reverse gate axis168such that at least a portion of the inner arcuate surface218faces at least a portion of the outlet of the steering nozzle102, the inner arcuate surface218redirects at least a portion of a jet of water being expelled from the steering nozzle102. Each side wall216has an aperture222used to connect the reverse gate110to the side brackets158about the reverse gate axis168using the fasteners170. Each side wall216also has an aperture224. One of the two apertures224(the left aperture224in the embodiment shown) is used to operatively connect the reverse gate110to an actuator226(schematically shown inFIG. 1) that is used to rotate the reverse gate110about the reverse gate axis168. The other one of the apertures224is not used and could be omitted. However, by providing two apertures224on the reverse gate110, the jet propulsion system84provides flexibility by allowing the actuator226to be connected to either side of the reverse gate110. The actuator226and its connection to the reverse gate110will be described in greater detail further below.

Each side wall216defines a channel228inside which the corresponding roller210of the VTS support160is received for certain positions of the reverse gate110as will be described below. It is contemplated that in some embodiments, the channel228could be replaced by a slot. In the present embodiment, the width of the channels228is slightly larger than the diameter of the rollers210. It is contemplated that the channels228could be wider. Each channel228is defined between a VTS down abutment surface230and a VTS up abutment surface232. It is contemplated that the laterally outward sides of the channels228could be closed by a surface such as the side walls216for example. The VTS down abutment surfaces230are straight. The VTS up abutment surfaces232have a straight portion followed by an arcuate portion. When the rollers210are disposed in the channels228and the reverse gate110is rotated downwardly about the reverse gate axis168(clockwise inFIGS. 12A and 12B), the rollers210abut the VTS down abutment surfaces230and are displaced along the VTS down abutment surfaces230which results in the VTS support160rotating downwardly about the VTS axis162(clockwise inFIGS. 12A and 12B), as will be described in greater detail below. As the VTS support160rotates downwardly, the steering nozzle102rotates downwardly with it. This is referred to as trim down. When the rollers210are disposed in the channels228and the reverse gate110is rotated upwardly about the reverse gate axis168(counter-clockwise inFIGS. 12A and 12B), the rollers210abut the VTS up abutment surfaces232and are displaced along the VTS up abutment surfaces232which results in the VTS support160rotating upwardly about the VTS axis162(counter-clockwise inFIGS. 12A and 12B), as will be described in greater detail below. As the VTS support160rotates upwardly, the steering nozzle102rotates upwardly with it. This is referred to as trim up. It is contemplated that the VTS up abutment surfaces232could be omitted, in which case one or more springs would be connected between the steering nozzle102or the VTS support160and the side brackets158, the jet pump99, the venturi100or the tunnel94to bias the roller210against the VTS down abutment surfaces230. Each side wall216is also provided with a VTS hold abutment surface234. The VTS hold abutment surface234is arcuate and has the reverse gate axis168as a center of curvature. As can be seen, the VTS hold abutment surface234extends from the VTS down abutment surface230so as to form a reflex angle at their vertex. Once the reverse gate110rotates downwardly about the reverse gate axis168beyond a certain angle, the VTS support160reaches its fully lowered position as illustrated inFIGS. 15A to 18C. When the reverse gate110is positioned in the range of angle between this angle and the angle corresponding to the fully lowered position of the reverse gate110(illustrated inFIGS. 18A to 18C), the rollers210abut the VTS hold abutment surfaces234and this engagement maintains the VTS support160, and therefore the steering nozzle102, in its fully lowered position, as will be discussed in greater detail below. It is contemplated that the VTS hold abutment surfaces could be omitted, in which case it is contemplated that the VTS support160could be held in its fully lowered position by one or more springs connected between the steering nozzle102or the VTS support160and the side brackets158, the jet pump99, the venturi100or the tunnel94, or by some other mechanism that would bias the VTS support160against the VTS down stopper192. It is contemplated that the abutment surfaces230,232,234could be provided on the VTS support160and that the followers, in this case the rollers210, could be provided on the side walls216. It is also contemplated that the abutment surfaces230,232,234and the followers could be provided elsewhere relative to the VTS axis162, such as forwardly, above or below.

Each side wall216is also provided with a leg236that abuts its corresponding lower reverse gate stopper190when the reverse gate110is in its fully lowered position as shown inFIG. 18A. Each side wall216also defines a surface238that abuts its corresponding upper reverse gate stopper188when the reverse gate110is in its fully raised position as shown inFIG. 12A.

FIG. 11Billustrates a reverse gate110′ that is an alternative embodiment of the reverse gate110. For simplicity, the components of the reverse gate110′ which are similar to the components of the personal reverse gate110described above will be given the same reference numerals and will not be described again. The construction of the reverse gate110′ is substantially the same as that of the reverse gate110described above except for the addition of two apertures240in the reverse gate body214(one on each side) and of a deflector plate242fastened to the reverse gate body214and the side walls216. The apertures240create a lateral jet of water when the reverse gate110is lowered and the steering nozzle102is turned while the jet pump99is in operation, thus assisting in steering of the watercraft10. The deflector plate242has two deflectors244that are spaced from the outer arcuate surface220of the reverse gate body214. The deflectors244increase the drag created by the reverse gate110′ in the water when the reverse gate110′ is lowered (compared to the reverse gate110), thus assisting in decelerating the watercraft10. The deflectors244can further be used to generate a downward thrust during deceleration. Additional details regarding apertures similar to the apertures240and deflectors similar to the deflectors244can be found in U.S. Pat. No. 7,674,144, issued Mar. 9, 2010, the entirety of which is incorporated herein by reference. Although not shown, the side walls216of the reverse gate110′ are provided with the abutment surfaces230,232,234.

With reference toFIGS. 1, 8, and 12A, the actuator226and its connection to the reverse gate110will be described in more detail. The actuator226is located inside the engine compartment20near the tunnel94. It is contemplated that it could be located in the tunnel94or more forwardly inside the engine compartment20. The actuator226is connected to the reverse gate110via a plurality of rigid linkages246. The rear end of the rearmost linkage246is fastened to the reverse gate110with a fastener248inserted inside a corresponding one of the apertures224. It is contemplated that the rigid linkages246could be replaced by a push-pull cable. The actuator226is an electrical linear actuator that pushes or pulls on the linkages246to cause the reverse gate110to rotate down or up respectively about the reverse gate axis168and as a result causes the VTS support160and steering nozzle102to trim down or up respectively over a certain range of rotation of the reverse gate110. It is contemplated that the trim range in which the reverse gate110would not interfere with a jet of water expelled by the steering nozzle102could be from 8.5 degrees above a neutral position to 7.5 degrees below a neutral position, but other ranges are contemplated. It is also contemplated that the trim range within which the driver can control the trim position of the VTS support160could be less than the full trim range of which the VTS support160is mechanically capable. For example, even if mechanically the VTS support160can be trimmed from 8.5 degrees above a neutral position to 7.5 degrees below a neutral position without the reverse gate interfering with a jet of water expelled by the steering nozzle102, the driver may only be allowed to manually input trim positions from 3 degrees above a neutral position to 3 degrees below a neutral position. In such an embodiment, the trim positions outside this range would either not be mechanically accessible via the corresponding manual actuator or would be accessible based on an automatic control of the actuator226based on various inputs to an electronic control unit of the watercraft10. It is contemplated that other types of actuators could be used, such as, for example, a hydraulic actuator. It is also contemplated that the actuator226could be a manual actuator such as a lever actuated by the driver of the watercraft. It is also contemplated that the actuator226could be a rotary actuator having a rack and pinion assembly or coupled to a lead screw used to create linear displacement of the linkages246. It is also contemplated that the actuator226could be a rotary actuator connected directly or via a gear box to the reverse gate110so as to rotate the reverse gate110directly about the reverse gate axis168.

The actuator226is controlled based on signals received from sensors connected to one or more of the lever77, and buttons80for the personal watercraft10, and from sensors connected to one or more of the pedal147, buttons (not shown), and lever (not shown) for the boat120, or from a steering position sensor (not shown) so as to provide the VTS position and reverse gate position desired by the driver of the watercraft. It is contemplated that the actuator226could be automatically controlled by an electronic control unit without any driver intervention based on conditions of the watercraft and engine22, such as vehicle speed and engine speed so as to provide the appropriate VTS position and reverse gate position. It is also contemplated that a combination of automatic control and driver input could be used to control the actuator226. For example, the VTS position and some reverse gate positions could be automatically controlled, but the driver (through a lever, button, or pedal) would provide the input to the actuator226that a reverse operation of the watercraft is desired.

Turning now toFIGS. 12A to 18C, the operation of the jet propulsion system84, and more specifically the movement of the VTS support160, steering nozzle102, and reverse gate110, will be described. It should be understood thatFIGS. 12A to 18Conly show some of the arrangements of these components and that arrangements intermediate those shown are possible. For simplicity, the description will be made only with respect to one side of the jet propulsion system84. Although not specifically shown in these figures, it should also be understood that an output portion of the actuator226has moved to provide the positions of the reverse gate110that are shown. As such, when the reverse gate110is shown as having been rotated by a certain number of degrees in one direction from one position to another, it should be understood that this rotation has been caused by the output portion of the actuator226moving by a proportionally corresponding amount. Also, in the explanations provided below, the upward and downward rotations of the components of the reverse gate110will be referred to as clockwise and counter-clockwise rotations respectively, which are the rotations as they would be understood looking at the figures having an A or a B suffix inFIGS. 12A to 18C.

In the arrangement shown inFIGS. 12A to 12C, the VTS support160is in a VTS up position where the steering nozzle102directs a jet of water from the venturi100slightly upwardly. More specifically, the steering nozzle102is angled 8.5 degrees above a neutral position in the VTS up position, although other angles are contemplated. As mentioned above, even though the VTS support160is mechanically capable of reaching this position, it is contemplated that movement of the VTS support160could be limited to a smaller angle. The reverse gate110is in a stowed position (i.e. a position where it does not interfere with the jet of water coming from the steering nozzle102). The upper reverse gate stopper188prevents the reverse gate110from rotating further counter-clockwise. Unless the reverse gate110is rotated clockwise by the actuator226, the VTS support160is prevented from rotating about the VTS axis162as it is being held in place by the roller210disposed in the channel228between the VTS down abutment surface230and the VTS up abutment surface232.

As the reverse gate110is rotated clockwise about the reverse gate axis168from the angle shown inFIGS. 12A to 12Cto the angle shown inFIGS. 13A to 13C, and then to the angle shown inFIG. 14A to 14C, the roller210is displaced along the VTS down abutment surface230, causing the VTS support160to rotate clockwise about the VTS axis162. As the VTS support160rotates about the VTS axis162from the position shown inFIGS. 12A to 12Cto the position shown inFIGS. 14A to 14C, the position of the reverse gate110relative to the VTS support160changes but the reverse gate110does not interfere with a jet of water being expelled by the steering nozzle102. As such, the positions of the reverse gate110shown inFIGS. 13A to 14Care also stowed positions. In the arrangement shown inFIGS. 13A to 13C, the VTS support160is in a VTS neutral position where the steering nozzle102directs a jet of water from the venturi100generally horizontally. In this embodiment, the VTS neutral position corresponds to the longitudinal axis of the steering nozzle102being 3.5 degrees above the longitudinal axis of the jet pump99, but other angles are contemplated. For example, it is contemplated that the VTS neutral position could correspond to the longitudinal axis of the steering nozzle102being coaxial with the longitudinal axis of the jet pump99. In the arrangement shown inFIGS. 14A to 14C, the VTS support160is in a VTS down position where the steering nozzle102directs a jet of water from the venturi100slightly downwardly. More specifically, the steering nozzle102is angled 7.5 degrees below a neutral position in the VTS down position, although other angles are contemplated.

As the reverse gate110is rotated clockwise about the reverse gate axis168from the angle shown inFIGS. 14A to 14Cto the angle shown inFIGS. 15A to 15C, the leg212of the VTS support160comes in contact with the VTS down stopper192and the VTS support160and steering nozzle102are in the fully lowered VTS position. In the illustrated embodiment, the fully lowered VTS position is 11.5 degrees below the neutral position, although other angles are contemplated. For example, it is contemplated that the fully lowered VTS position could be the same as the position illustrated inFIGS. 14A to 14Cwhich correspond to the lowest position at which the VTS support160can be trimmed down before further rotation of the reverse gate110would start interfering with a jet of water expelled by the steering nozzle102. As the reverse gate110continues to be rotated clockwise from the angle shown inFIGS. 15A to 15Cto the angles shown inFIGS. 16A to 16C, then to the angle shown inFIGS. 17A to 17C, and then to the angle shown inFIGS. 18A to 18C, the VTS support160is maintained in the fully lowered VTS position by having the roller210abut and being displaced along the VTS hold abutment surface234, thus preventing counter-clockwise rotation of the VTS support160about the VTS axis162, which could otherwise occur due to the force of the water jet on the steering nozzle102. In the positions shown inFIGS. 15A to 18C, the reverse gate110is in lowered positions and redirects the jet of water expelled from the steering nozzle102. In the position shown inFIGS. 16A to 16C, the jet of water is redirected generally downwardly and as such the jet of water does not thrust the watercraft significantly forward or backward. In the position shown inFIGS. 18A to 18C, the leg236of the reverse gate110abuts the lower reverse gate stopper190and most of the jet of water is redirected toward a front of the watercraft which causes the watercraft to move in the reverse direction or to decelerate should the watercraft have forward momentum.

FromFIGS. 18A to 18C, when the reverse gate110is rotated counter-clockwise about the reverse gate axis168, the VTS support160remains fixed in the fully lowered VTS position until the position shown inFIGS. 15A to 15C. As the reverse gate110continues to rotate counter-clockwise from the position shown inFIGS. 15A to 15C, the roller210abuts and is displaced along the VTS up abutment surface232causing the VTS support160to rotate counter-clockwise about the VTS axis162, and the reverse gate110to return to stowed positions. It should be understood that the direction of rotation of the reverse gate110can be changed at any time (i.e. it does not need to be rotated clockwise from the position shown inFIGS. 12A to 12Call the way to the position shown inFIGS. 18A to 18Cbefore it can be rotated counter-clockwise, and vice versa). It should also be understood that the rotation of the reverse gate110can be stopped at any time to maintain a desired arrangement of the components. It is also contemplated that the actuator226could limit the movement of the reverse gate110to a rotational range that is less than the full rotational range of which the reverse gate110is mechanically capable.

It is contemplated that the VTS support160and reverse gate110(or110′) described above could be provided as a variable trim system and gate assembly used to modify or replace components of existing jet propulsion systems lacking the features of the jet propulsion system84. Depending on the features of the jet propulsion system to be modified, such an assembly may also include one or more of the steering nozzle102, the venturi100, the side brackets158(or alternative embodiments thereof suitable for the jet propulsion system to be modified), the linkages246and the actuator226.

FIGS. 19 to 26illustrate alternative embodiments of the jet propulsion system84described above. These embodiments use components similar or identical to those of the jet propulsion system84described above. As such these components have been labelled with the same reference number as in the embodiment described above and will not be described again in detail.

FIGS. 19 and 20illustrate a jet propulsion system84′ where the trim position of the VTS support160and the steering nozzle102is manually set by the user of the watercraft prior to use. As such, movement of the reverse gate110has no effect on the trim position. In this embodiment, the rollers210have been removed from the VTS support160, as can be seen inFIG. 20, such that there is no interaction between the VTS support160and the abutment surfaces230,232,234of the reverse gate110. A bracket250is connected to the venturi100. Alternatively, the bracket250could be connected to the right side bracket158or to both the venturi100and the right side bracket158. A lead screw assembly252is connected between the bracket250and the tab200of the VTS support160as shown. The lead screw assembly252has a knob254that can be turned by a user of a watercraft to adjust the distance between the aperture202of the tab200and the bracket250, thereby adjusting the angular position of the VTS support160and steering nozzle102about the VTS axis162. A spring256is connected between a fastener258inserted in the lower ones of the bores180of the side bracket158and a pin260extending from the side wall216of the reverse gate110on a left side of the jet propulsion system84′. It is contemplated that the spring256could be provided in the same manner on the right side of the jet propulsion system84′ or that springs256could be provide on both sides of the jet propulsion system84′. The springs260are biased so as to help maintain the reverse gate110in position when it is in its fully raised position and in its fully lowered position. It is contemplated that the springs260could be omitted.

It is contemplated that an alternative embodiment of the jet propulsion system84′ could be provided that would not have the reverse gate110. Such an embodiment would look like the illustration inFIG. 20.

FIG. 21illustrates a jet propulsion system84″ where the steering nozzle102cannot be trimmed. As such, the VTS support160from the jet propulsion system84has been omitted and the steering nozzle102has been rotationally connected directly to the venturi100with the fasteners166. The reverse gate110is mounted to the side brackets158as in the previous embodiments and is provided with the springs256of the jet propulsion system84′.

FIGS. 22 to 25Billustrate a jet propulsion system300. The jet propulsion system300is similar to the jet propulsion84except that the brackets158have been replaced by brackets358A and358B and the reverse gate110has been replaced by a reverse gate310.

As can be seen inFIGS. 23 and 24, the reverse gate310is made of a reverse gate body314, left and right tracks322and a shell324. The reverse gate body314and the tracks322are made of plastic. It is contemplated that the reverse gate body314and the tracks322could be made of metal or another material. The shell324is made of metal. It is contemplated that the shell324could be made of plastic or another material.

The reverse gate body314has an inner arcuate surface318and an outer arcuate surface320. When the reverse gate310is rotated about the reverse gate axis168such that at least a portion of the inner arcuate surface318faces at least a portion of the outlet of the steering nozzle102, the inner arcuate surface318redirects at least a portion of a jet of water being expelled from the steering nozzle102. The reverse gate body314also defines two apertures340. The apertures340create a lateral jet of water when the reverse gate310is lowered and the steering nozzle102is turned while the jet pump99is in operation, thus assisting in steering of the watercraft10. The reverse gate body314is disposed inwardly of the shell324and is fastened thereto.

The shell324has two side walls316. Each side wall316has the aperture222used to connect the reverse gate310to the side brackets358A,358B about the reverse gate axis168using the fasteners170. The left side wall316also has the aperture224used to operatively connect the reverse gate310to the actuator226. It is contemplated that both side walls316could have apertures224or that only the right side wall316could have the aperture224. Each side wall316also defines a surface336that abuts its corresponding lower reverse gate stopper190when the reverse gate310is in its fully lowered position. Each side wall316also defines the surface238that abuts its corresponding upper reverse gate stopper188when the reverse gate310is in its fully raised position. The shell324defines a window326through which the reverse gate body314protrudes partially. The shell324also defines a deflector plate342similar to the deflector plate242described above. It is contemplated that the deflector plate342could be a separate part that is fastened to the shell324and to the reverse gate body314. The deflector plate342has two deflectors344that are spaced from the outer arcuate surface320of the reverse gate body314. The deflectors344increase the drag created by the reverse gate310in the water when the reverse gate310is lowered.

The tracks322are fastened to the side walls316of the shell324on inner sides thereof. Each track322defines the channel228inside which the corresponding roller210of the VTS support160is received for certain positions of the reverse gate110as described above with respect to the jet propulsion system84. As in the embodiment above, each channel228is defined between a VTS down abutment surface230and a VTS up abutment surface232. However, in the present embodiment, the laterally outward sides of the channels228are closed by surfaces of the track322extending across the channels228. Each track322is also provided with a VTS hold abutment surface234. As such, in the jet propulsion system300, the trim of the steering nozzle102is adjusted, via the VTS support160, by the movement of the reverse gate310as in the jet propulsion system84described above.

As can be seen inFIGS. 25A and 25B, the left bracket358A has three apertures174defined therein used to fasten the side bracket358A to three bosses159of the venturi100. A hook380is used to attach a spring used in the jet propulsion unit400described below. A plate382defines vertically spaced apertures184,186A and186B. The aperture184is adapted to receive the fastener164used to connect the VTS support160to the bracket358A. The aperture186A is adapted to receive the fastener170used to connect the reverse gate310to the bracket358A. The aperture186B is adapted to receive the fastener170used to connect the reverse gate410used in the jet propulsion unit400described below. The side bracket358A defines an upper reverse gate stopper188, a lower reverse gate stopper190and a VTS down stopper192that server the same functions as those of the side bracket158.

Although different in overall shape, the right bracket358B also has three apertures174, a plate382, apertures184,186A and186B and stoppers188,190and192. The bracket358B does not have the hook380. The bracket358B has a protrusion384(FIG. 26) that is used in the jet propulsions system400as will be described below. It is contemplated that the bracket358B could have the hook380and that the bracket358A could have the protrusion384.

It is contemplated that since these features are not used in the jet propulsion system300, that the apertures186B, the hook380and the protrusion384could be omitted from the brackets358A,358B.

FIG. 26illustrates a jet propulsion system400. This embodiment uses components similar or identical to those of the jet propulsion systems84and300described above. As such these components have been labelled with the same reference number as in the embodiments described above and will not be described again in detail.

In the jet propulsion system400, the steering nozzle102cannot be trimmed. As such, the VTS support160from the jet propulsion system84has been omitted and the steering nozzle102has been rotationally connected directly to the venturi100with the fasteners166. Also, the brackets158have been replaced by the brackets358A and358B described above and the reverse gate110has been replaced by a reverse gate410. The reverse gate410has a reverse gate body314′ and two side walls416.

The reverse gate body314′ is similar to the reverse gate body314described above, but is provided with a lip412at a bottom thereof. The lip412helps to prevent the reverse gate410from being lowered inadvertently during operation. If the reverse gate410were to lower during operation of the jet pump99, the lip412will come in contact with the jet of water exiting the steering nozzle102. The force of the jet of water acting on the lip412, and therefore the reverse gate410, will thereby push back the reverse gate410toward a stowed position.

The side walls416are made of metal and are fastened to both sides of the reverse gate body314′. The side walls416are connected via fasteners170to the apertures186B of the brackets358A,358B. As they are not being used in this embodiment, it is contemplated that the apertures184and186A of the bracket358A,358B could be omitted.

The left side wall416has a fastener (not shown) extending therefrom. A spring (not shown), similar to the spring256described above, extends between this fastener and the hook380of the bracket358A. The spring is biased so as to help maintain the reverse gate410in position when it is in its fully raised position and in its fully lowered position.

The right side wall416has a fastener418extending therefrom. The fastener418is slidably received in a slot420of an arm422. The arm422is pivotally connected to the protrusion384of the bracket358B by a fastener424. The upper end426of the arm422is pivotally fastened to the end of a push-pull cable428. By actuating the push-pull cable428(i.e. causing it to move forward or backward), the arm422pivots about the pivot axis defined by the fastener424which in turn causes the reverse gate410to pivot about the reverse gate axis168defined by the apertures186B.