Abstract:
A watercraft with several stability and handling design improvements. It has an enhanced reactive suspension system positioned in the vessel between a set of separating hull and body components. The watercraft also has improved braking, steering and stabilizing systems designed around multiple pivoting mechanisms on the vessel hull that work individually or in unison to achieve the desired braking or steering effect. The stabilizing system is operated by a computerized, gyroscopic hydraulic control to maintain stability and comfort of ride, minimizing the roll, pitch and yaw commonly experienced in the passenger compartment.

Description:
Applicant claims priority of U.S. Provisional Patent Application Ser. No. 61/200,682 entitled “Watercraft Stabilization System”, filed Dec. 3, 2008, and incorporates by reference all material therein. 
    
    
     BACKGROUND OF THE INVENTION 
     The present invention relates to a personal watercraft (PWC) with an improved stabilizing system adapted to ensure that a smooth ride is experienced in the passenger compartment and seat. More particularly, to a water vessel designed to provide, stability, comfort as well as enhanced performance and safety. 
     Heretofore, because of the inherent jostling of a water vessel motorized water-sports such as boating have been for those who are not prone to motion sickness or have back disorders. This new invention utilizes and combines known and new technologies in a unique and novel configuration to overcome the aforementioned “jostling” problems and accomplish this. 
     SUMMARY OF THE INVENTION 
     The general purpose of the present invention, which will be described subsequently in greater detail, is to provide a PWC with an enhanced suspension system that is able to stabilize the passenger compartment or seating area with respect to the motion of the hull assembly and provide a level of comfort and minimized motion heretofore unknown in the water sport industry. This watercraft has many of the advantages mentioned heretofore and many novel features that result in a new which is not anticipated, rendered obvious, suggested, or even implied by any of the prior art, either alone or in any combination thereof. 
     An object of the present invention is to provide an improved watercraft suspension system that connects and resides between the vessel hull and vessel body and in conjunction with the stabilizing system is capable of dramatically reducing the roll, pitch and yaw of the passenger compartment. 
     It is another object of this invention to provide a watercraft with an improved steering and braking system capable of meeting or exceeding all known standards for watercraft handling. 
     It is a further object of this invention to provide a watercraft adapted for use by persons prone to discomfort or injury as a result of excessive roll, pitch or yaw motions imparted to their bodies. 
     It is yet a further object of this invention to provide a watercraft with enhanced handling characteristics. 
     The subject matter of the present invention is particularly pointed out and distinctly claimed in the concluding portion of this specification. However, both the organization and method of operation, together with further advantages and objects thereof, may best be understood by reference to the following description taken in connection with accompanying drawings wherein like reference characters refer to like elements. Other objects, features and aspects of the present invention are discussed in greater detail below. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a top view of the improved PWC; 
         FIG. 2  is a side view of the improved PWC; 
         FIG. 3  is a front view of the improved PWC; 
         FIG. 4  is a front view of the improved PWC in the elevated position: 
         FIG. 5  is a cross sectional side view of the improved PWC with the body section removed and in the contracted position: 
         FIG. 6  is a phantom representation of the improved PWC with the body section installed and in the contracted position; 
         FIG. 7  is a cross sectional side view of the improved PWC in the elevated position; 
         FIG. 8  is a rear view of the improved PWC; 
         FIG. 9  is a rear view of the improved PWC in the elevated position; and 
         FIG. 10  is a set of three side cutaway views of the stabilization, steering and braking system of the improved PWC. 
     
    
    
     DETAILED DESCRIPTION 
     There has thus been outlined, rather broadly, the more important features of the invention in order that the detailed description thereof that follows may be better understood and in order that the present contribution to the art may be better appreciated. There are, of course, additional features of the invention that will be described hereinafter and which will form the subject matter of the claims appended hereto. 
     In this respect, before explaining at least one embodiment of the invention in detail, it is to be understood that the invention is not limited in its application to the details of construction and to the arrangements of the components set forth in the following description or illustrated in the drawings. The invention is capable of other embodiments and of being practiced and carried out in various ways. Also, it is to be understood that the phraseology and terminology employed herein are for the purpose of descriptions and should not be regarded as limiting. Looking at  FIGS. 1 ,  2 ,  3  and  4  it can be seen that the present invention entails a PWC  2  that is made of a body/upper hull section  4  that is operatively connected to a propulsion/lower hull section  6  by an extendible suspension system  8  that has a central lift shock tube (shock absorber)  12  that may be extended upward pneumatically or hydraulically so as to separate the body/upper hull section  4  upwardly from and slightly behind the lower hull section  6 . 
     It also has a steering system, a braking system and a stabilizing system that may work independently or in unison. These three systems commonly share a set of three hydraulic operated flaps (two elevons  42  and one elevator  40 ) that may be manipulated by manual or automatic control. 
     Looking at  FIGS. 5 ,  6  and  7 , phantom representations of the improved PWC  2  with the body section in the contracted position and elevated position, it can be seen that body/upper hull section  4  may be extended or raised above the lower hull section  6 . This extension is done pneumatically by the addition of pressurized air into central lift shock tube  12  by a pneumatic control unit. Such pneumatic control units are generally comprised of a compressor, a tank, a pressure gauge, and an actuator and have been well known in the industry for years and the details of their operation and the specific configuration and selection of their integral components do not comprise part of the present invention. For visual clarity the pneumatic control unit has been eliminated from the figures. 
     The admission of air into the central lift shock tube  12  is done via manual control. The central lift shock tube  12  has its front end pivotally connected to a lower sub-frame  26  which is securely mounted to the lower hull section  6 , and it has its rear end pivotally connected to a pivot linkage system. This pivot linkage system pivotally connects the rear end of the shock tube  14  by an upper axle  34  to a pair of parallel pivot swing-arms  16 . This causes the extension of upper tube end  14  so as to push on the top end of the pair of pivot swing-arms  16  so as to tilt the swing-arms  16  rearward and upward. Each of the pivot swing-arms  16  are pivotally connected to an upper sub-frame  18  by a pair of pivot members  20 . At these same pivot connections on each of the pivot swing-arms  16  there are also pivotal connection to the first end of an upper lift arm  22  and the first end of a parallel and substantially similar lower lift arm  24 . The second ends of these upper lift arms  22  and lower lift arms  24  are pivotally connected to one of a pair of rear stanchions  28  each rigidly mounted to the rear of the lower hull section  6 . 
     The upper sub-frame  18  is pivotally connected to the front of a pair of scissor arms  30 . The rear of the scissor arms  30  are pivotally connected to front stanchions  32  each rigidly mounted closer toward the front of the lower hull section  6 . 
     These pivotal connections on the sub-frame  18 , the scissor arms  30 , the upper lift arms  22 , the lower lift arms  24 , the pivot swing-arms  16 , the front stanchions  32  and the rear stanchions  28  may be accommodated by linear axles  34  that tie the pivotal connections together between the two parallel sides or alternatively by short pivot shafts. In the latter configuration the two parallel sides are connected only by the upper axle  34  connecting the rear end of the upper lift shock tube  12  to the two pivot swing-arms  16 . 
     As can be seen comparing  FIGS. 6 and 7  as the body/upper hull section  4  is raised above the hull section  6 , the body section moves slightly back with respect to the propulsion/lower hull section  6  by virtue of the operation of the scissor arms  30 . 
     The lift shock tube  12  besides raising the body section  6 , acts as a pneumatic shock absorber to somewhat dampen the pitch of the PWC as waves pass along the longitudinal axis of the PWC. 
     The advantage of the ability of the PWC to raise its body/upper hull section  4  above its propulsion/lower hull section  6  is to allow a suspension system to be placed between the two PWC halves, to absorb high impact G forces, and a stabilization system capable of reducing the roll, pitch and yaw of the PWC. 
     Comparing and contrasting  FIG. 5  and  FIG. 6  it can be seen that The pivotal connection  27  at the front end of the central lift shock tube  12  is slidingly connected to the lower sub-frame  26  so as to allow for adjustment by the owner as to the amount of insertion of the lift shock tube  12  into the upper tube end  14 . This adjustment allows the owner to customize the shock absorption and ride height of the PWC body/upper hull section  4  with respect to the hull  6 . 
     When the central lift shock tube  12  is not extended, the watercraft&#39;s upper hull and lower hull are conjoined as a monolithic or unitary hull. Not departing from the scope of the present invention rather than a single centrally located lift shock tube  12 , a pair of parallel, off centered lift shock tubes may be utilized. 
     Looking at  FIGS. 6 ,  7 ,  8 ,  9  and  10  it can best be seen that at the rear of the PWC there are three flaps that are used to control the braking, steering and stabilization functions of the PWC. These are all mounted and pivot about a common rear axle  36  oriented perpendicular to the longitudinal axis of the PWC  2 . The two elevons  42  and the elevator  40  are mounted on the axle  36  just slightly ahead of their axial center. Thus it will always take force to tilt any of the flaps&#39; leading edges into the water. To tilt any flap further into the water will take increasing force since the surface area of each flap from its leading edge to the axis of tilt is less than the surface area from the axis of tilt to the trailing edge. As the moving water passes over the tilting flap more force acts upon the rear of the flap to try to keep the flap horizontal (or return it to a neutral position.) In this manner when under power, a rogue wave cannot grab the leading edge any flap and pivot its position normal to the plane of forward motion of the PWC, bringing the PWC  2  to an unexpected, abrupt stop. 
     The three flaps are controlled by three devices, the handlebars  46  (for steering), the computerized gyroscope (for stability), and the brake pedal (for braking and enhanced turning.) Each of these three devices sends a signal to a hydraulic flap manipulation system. Physical movement (positioning) of the three flaps is by hydraulic manipulation although electric servo motor manipulation has been successfully tested and is an acceptable substitute that does not depart form the scope of the invention. Such positioning systems have been utilized in the mechanical field of aviation for years and the details of their operation and the specific configuration and selection of their integral components do not comprise part of the present invention. For visual clarity the hydraulic flap manipulation system has been eliminated from the figures although the flap linkage  38  can be seen in  FIGS. 6 and 8  while the positioning of the flaps with their corresponding flap linkage  38  configuration can best be seen in  FIG. 10 . The top illustration of  FIG. 10  shows the centrally located elevator  40  in a “full stop” or down position. The middle illustration of  FIG. 10  shows the elevons  42  in a right turn position, and the bottom illustration of  FIG. 10  shows the elevons in left turn position. 
     When under power, the handlebars  46  of the PWC  2  enable the turning of the jet nozzle  44  at the rear of the PWC  2  which redirects the thrust of the water pushed past the propeller/impeller to steer the PWC  2 . Simultaneously, the elevons  42  both pivot (although in opposite fashion) and the elevator  40  dips slightly to frictionally engage the water surface and enhance the steering at power. The amount of movement of the elevons  42  and elevator  40  is proportional to the amount of handlebar movement. 
     When the engine is shut off but the PWC  2  is still moving forward, there is no thrust from the jet nozzle  44 . In a conventional PWC there is a loss of the steering. (Conventional PWCs have no braking function. However, in the present invention the action of the elevons  42  and the elevator  40  in response to the handlebar  46  or brake pedal movement serve to continue the steering and braking functions, either independently or in unison. 
     The brake pedal controls only the position of the elevator  40 . Depressing the brake pedal drives the leading edge of the elevator  40  further into the water regardless of what flap manipulations the handlebars  46  or the gyroscope are performing. The handlebars  46  counter pivot the two elevons  42  and slightly tilts the leading edge of the elevator  40 . The computerized gyroscope rapidly counter pivots the two elevons  42  in relation to the roll (rotation of the PWC about its longitudinal axis) while the handlebars  46  remain within a specified number of degrees left or right of its neutral steering position. When a turn is being negotiated the handlebars  46  exceed this position and the gyroscope signal input to the hydraulic flap manipulation system is overridden. 
     Since the PWC has a horizontally split hull and the body/upper hull section  4  of the watercraft rises above the propulsion/lower hull portion  6 , the increased PWC height enhances the motion experienced by the passengers as they are further from the axis of the roll, pitch and yaw of the passenger compartment as waves pass under the PWC  2 . Under power though, the PWC&#39;s predominant motion is roll, hence the need for a stabilization system to minimize the side to side rocking. This is accomplished by a computerized gyroscopic control unit located on or adjacent a lower surface of the body/lower hull section  6  that accomplishes a fast response to minimally tilt down the leading edge of the elevon  42  on the opposite side the PWC is rocking towards and to simultaneously minimally tilt the trailing edge of the elevon  42  down on the side of the PWC is rocking toward. These elevon actions will compensate for the roll of the unit when moving under power by counteracting the side to side forces. Essentially, the stabilization system&#39;s gyroscope continually adjusts the elevons  42  when the PWC is under power and traveling in a straight line or under minimal steering (left or right movement of the handlebars) so as to maintain a level position for the body/upper hull section  4  of the PWC  2  or a stable turn, BUT when making a sharp turn (once the handlebars are moved beyond a certain position) the handlebar position overrides any gyroscope control signal. This type of enhanced steering/stabilization has heretofore not been utilized in PWCs. 
     Some PWC manufacturers have utilized flaps on the side of the PWC (hereinafter sponsons) to brake and steer the PWC when not under power. It is to be noted that these sponsons tilt rearward to cause drag and thus impart lift to that side of the PWC whereas when the elevon&#39;s leading edge dips into the water to direct the PWC in the same direction, it acts to suck down the PWC slightly into the water. This action of the elevon lowers the center of gravity of the PWC and minimizes the roll of the PWC whereas the roll is enhanced in the case of the sponsons. 
     It is to be noted that in a PWC  2 , because of the physical dynamics of its design, there is no need for the computerized gyroscope to control the yaw (side to side tilting of the PWC about its longitudinal axis) and pitch (front to back tilting of the PWC about its longitudinal axis.) As such, an acceptable substitute for the computerized gyroscope would be a simple computerized tilt meter that only sends out a signal to the hydraulic flap manipulation system based on the roll component of the PWC. Computerized gyroscopic systems for the positioning of moveable means by hydraulic, pneumatic or electric actuators have been utilized in numerous mechanical fields of endeavor for years and the details of their operation and the specific configuration and selection of their integral components do not comprise part of the present invention. For visual clarity the gyroscope and or tilt meter has been eliminated from the figures. The movement of the various elements as described above is best illustrated in  FIG. 10  with references to the following chart. 
                                                                     Positions of Steering Stabilization System       Elements with Applied Function       (describes the position WRT the leading edges)                Elevon Position       Elevator                Applied Function   R Elevon   L Elevon   Position                       braking   up   up   down           (with foot pedal)           turn right   down   up   min down           (w handlebars)           turn left   up   down   min down           (w handlebars)           simultaneous   see above   see above   down           braking &amp; turning   direction   direction           stabilizing   down   up   no motion           function           (gyroscope tilt           controls as PWC           rolls to left)           stabilizing   up   down   no motion           function           (gyroscope tilt           controls as PWC           rolls to right)                        
The ability to make the PWC  2  perform a trick maneuver is enhanced since the operator can now control the braking, the altitude of the unit and intensity of the turn, which heretofore has not been done in a PWC  2 .
 
     The above description will enable any person skilled in the art to make and use this invention. It also sets forth the best modes for carrying out this invention. There are numerous variations and modifications thereof that will also remain readily apparent to others skilled in the art, now that the general principles of the present invention have been disclosed. As such, those skilled in the art will appreciate that the conception, upon which this disclosure is based, may readily be utilized as a basis for the designing of other structures, methods and systems for carrying out the several purposes of the present invention. It is important, therefore, that the claims be regarded as including such equivalent constructions insofar as they do not depart from the spirit and scope of the present invention.