US20020028617A1

US20020028617A1 - Induction system for personal watercraft

Info

Publication number: US20020028617A1
Application number: US09/904,961
Authority: US
Inventors: Tetsuya Mashiko; Masaki Takegami
Original assignee: Sanshin Kogyo KK
Current assignee: Yamaha Marine Co Ltd
Priority date: 2000-07-13
Filing date: 2001-07-13
Publication date: 2002-03-07
Also published as: JP2002029496A

Abstract

An induction system for an internal combustion engine of a small watercraft includes an improved construction that directs water away from the induction system. The air induction system includes an air intake box defining a plenum chamber. An upper surface of the air intake box includes at least one surface feature such as a channel, groove, depression, humps, protrusion and/or ramp. The surface features promote drainage of water disposed on top of the air box.

Description

RELATED APPLICATION

This application claims priority to Japanese Patent Application No. 2000-212569, filed on Jul. 13, 2000, the entire contents of which are hereby incorporated by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to an engine for a personal watercraft. More particularly, an improved air induction system and oil tank cover for an engine for a personal watercraft.

2. Description of the Related Art

Personal watercraft have become very popular in recent years. This type of watercraft is designed for recreational as well as rescue purposes and usually is capable of carrying one to three riders. The craft commonly includes a relatively small hull that defines a rider's area above an engine compartment. The rider's area normally includes a seat.

The engine compartment contains an internal combustion engine that powers a jet propulsion unit. The jet propulsion unit, which includes an impeller, is positioned within a tunnel formed on an underside of the hull behind the engine compartment. An impeller shaft, which is driven by the engine, usually extends between the engine and the jet propulsion device through a bulkhead of the hull tunnel.

Personal watercraft usually include a maintenance opening for inspecting and maintaining the engine. This maintenance opening is exposed when the seat is removed. While the seat is detached, water may enter the engine compartment. For example, a high wave may hit the side of the watercraft while maintenance is being performed, thereby causing water to enter the engine compartment.

Water within the engine compartment is potentially harmful for several reasons. First, the water decreases the buoyancy of the watercraft. A large enough amount of water within the engine compartment could cause the watercraft to capsize or sink. Second, water may cause damage to the engine. The air intake system is equipped to filter out water before injecting the air into the combustion chambers, but a large amount of moisture could saturate the air induction system, allowing moisture to enter the interior of the engine. Moisture, of course, is not conducive to combustion. A large amount of water in one or more of the combustion chambers could cause the engine to stall. Smaller amounts of water within the engine, while not necessarily causing the engine to stall, could corrode engine parts, shortening the life span of the engine.

Thus, it is advantageous to drain water from within the engine compartment as quickly as possible. Typically, the engine compartment includes a bilge pump for this purpose. In order for the bilge pump to drain as much water from the engine compartment as possible, the engine compartment is preferably designed to direct water toward an intake pipe of the pump.

SUMMARY OF THE INVENTION

According to one aspect of a preferred embodiment, a watercraft includes a hull defining an engine compartment. An internal combustion engine is positioned within the engine compartment. The engine includes an upper surface configured to direct water away from the upper surface.

According to another aspect of a preferred embodiment, a watercraft includes a hull defining an engine compartment. An internal combustion engine is positioned within the engine compartment. The engine includes an engine body which defines a combustion chamber. An air induction system is provided including an air intake chamber. The air intake chamber is configured to guide air into the combustion chamber. An upper surface of the intake air chamber is configured to direct water away from the upper surface.

According to yet another aspect of the preferred embodiment, an air intake chamber for use with an internal combustion engine includes an upper surface. The upper surface is configured to direct water away from the upper surface.

According to an additional aspect of the preferred embodiment, a watercraft includes a hull defining an engine compartment. An internal combustion engine is positioned within the engine compartment. The engine includes an oil tank comprising a cover. An upper surface of the cover is configured to draw water away from the upper surface.

In accordance with another aspect of the preferred embodiment, an oil tank for use with an internal combustion engine includes a cover. An upper surface of the cover is configured to direct water away from the upper surface.

These and other aspects of the present invention will become readily apparent to those skilled in the art from the following detailed description of the preferred embodiments having reference to the attached figures, the invention not being limited to any particular preferred embodiments disclosed.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features of this invention will now be described with reference to the drawings of a preferred embodiment, which is intended to illustrate and not to limit the invention. The drawings contain the following figures: [0016]
FIG. 1 is a side elevational view of a personal watercraft of the type powered by an engine configured in accordance with a preferred embodiment of the present invention, certain internal components, such as the engine, are illustrated in phantom; [0017]
FIG. 2 is a top plan view of the watercraft of FIG. 1; [0018]
FIG. 3 is a schematic and partial cross-sectional rear view of the watercraft and engine of FIG. 1, including a schematic profile of a hull of the watercraft, an air intake box, an oil tank and an opening of an engine compartment of the hull, which are illustrated partially in section; [0019]
FIG. 4 is a front, top, and right side perspective view of the engine of FIG. 3, including an oil tank; [0020]
FIG. 5 is a front, top, and left side perspective view of the engine of FIG. 3; [0021]
FIG. 6 is a top plan view of a preferred embodiment of an upper surface of the intake box and cover of the oil tank of FIG. 3; [0022]
FIG. 6[0023] a is a sectional view of the upper surface of the air box taken along line 6 a-6 a of FIG. 6;
FIG. 7 is a top plan view of a modification of the upper surface of the intake box and oil tank of FIG. 6; [0024]
FIG. 7[0025] a is a sectional view of the upper surface of the air box taken along line 7 a-7 a of FIG. 7;
FIG. 8 is a top plan view of another modification of an upper surface of the intake box and oil tank of FIG. 6; [0026]
FIG. 8[0027] a is a sectional view of the upper surface of the air box taken along line 8 a-8 a of FIG. 8;
FIG. 9 is a top plan view of yet another modification of the upper surface of the intake box and the oil tank of FIG. 6; [0028]
FIG. 9[0029] a is a sectional view of the upper surface of the air box taken along line 9 a-9 a of FIG. 9;
FIG. 10 is a top plan view of another modification of the upper surface of the intake box and oil tank of FIG. 6; and [0030]
FIG. 10[0031] a is a sectional view of the upper surface of the air box taken along line 10 a-10 a of FIG. 10;

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

With reference to FIGS. [0032] 1-13, an overall configuration of a personal watercraft 10 is described below. An arrow F, present in several of the figures, indicates a forward direction of the watercraft 10.
The [0033] personal watercraft 10 includes an engine 12, a hull 14 formed with a lower hull section 16 and an upper hull section or deck 18. Both hull sections 16, 18 may be constructed of, for example, a molded fiberglass-reinforced resin or a sheet molding compound. The hull sections 16, 18 may, however, be constructed from a variety of other materials selected to make the watercraft lightweight and buoyant. The lower hull section 16 and the upper hull section 18 are coupled together to define an internal cavity 20 (FIG. 1). A gunnel 22 defines an intersection of the lower and upper hull sections 16, 18.
With reference to FIGS. 1 and 2, the [0034] hull 14 defines a center plane CP that extends generally vertically from bow to stern. Along the center plane CP, the upper hull section 18 includes a hatch cover 24, a control mast 26 and a seat 28 arranged from fore to aft.
In the illustrated embodiment, a [0035] bow portion 30 of the upper hull section 18 slopes upwardly and an opening (not shown) is provided through which the rider can access the internal cavity 20. The hatch cover 24 is detachably affixed (e.g., hinged) to the bow portion 30 so as to cover the opening.
The [0036] control mast 26 extends upwardly to support a handle bar 32. The handle bar 32 is provided primarily for controlling the direction in which the watercraft 10 travels. Grips are formed at both ends of the bar 32 to aid the rider in controlling the direction of travel, and in maintaining his or her balance upon the watercraft 10. The handle bar 32 also carries other control units such as, for example, a throttle lever 34 that is used for control of running conditions of the engine 12.
The [0037] seat 28 extends along the center plane CP to the rear of the bow portion 30. The seat 28 also generally defines a rider's area. The seat 28 has a saddle shape, enabling a rider to sit on the seat 28 in a straddle-type fashion. Foot areas 36 are defined on both sides of the seat 28 on the top surface of the upper hull section 18. The foot areas 36 are generally flat.
The seat comprises a cushion detachably supported, at least in principal part, by the [0038] upper hull section 18. An opening 38 under the seat 28 allows access to the internal cavity 20. The opening 38 is accessible by removing the seat 28. In the illustrated embodiment, the upper hull section 18 also defines a storage box 40 under the seat 28.
A [0039] fuel tank 42 is disposed in the cavity 20 under the bow portion 30 of the upper hull section 18. The fuel tank 42 is coupled with a fuel inlet port positioned at a top surface of the upper hull section 18 through a duct (not shown). A cap 44 seals the fuel inlet port. Optionally, the cap 44 can be positioned under the hatch cover 24.
The [0040] engine 12 is configured in accordance with a preferred embodiment of the present invention. The configurations of the preferred embodiments of the engine 12 have particular utility in combination with a personal watercraft, such as the personal watercraft 10. Thus, preferred embodiments of the engine 12, are described in the context of the personal watercraft 10. These engine configurations, however, can be applied to other types of watercraft as well, such as, for example, small jet boats.
The [0041] engine 12 is disposed in an engine compartment defined in the cavity 20. The engine compartment is preferably located under the seat 28, but other locations are also possible (e.g., beneath the control mast 26 or in the bow). The rider can thus access the engine 12 in the illustrated embodiment through the access opening 38 by detaching the seat 28.
The [0042] engine compartment 20 is substantially sealed so as to prevent water from entering. Water within the engine compartment 20 could damage the engine 12 or other components. The engine compartment is ventilated, however, by a pair of air ducts or ventilation ducts 46 that are provided on both sides of the bow portion 30. Optionally, the watercraft 10 may also include additional air ducts (not shown) in a rear area of the internal cavity 20. Ambient air entering the internal cavity 20 through the ducts 46 is used in the combustion reaction inside the engine 12 that powers the watercraft 10, as described below.
The [0043] engine 12 operates on a four-stroke cycle combustion principle. With reference to FIGS. 3-5, the engine 12 includes a cylinder block 62. The cylinder block 62 defines four cylinder bores 64 which are spaced from each other in a fore to aft direction along the center plane CP. The engine 12 thus is an L4 (in-line four cylinder) type. The illustrated engine 12, however, merely exemplifies one type of engine that may include preferred embodiments of the induction system. Engines having other number of cylinders, having other cylinder arrangements, other cylinder orientations (e.g., upright cylinder banks, V-type, and W-type) and operating on other combustion principles (e.g., crankcase compression two-stroke, diesel, and rotary) are all practicable.
Each cylinder bore [0044] 64 has a center axis CA that is oriented at an angle relative to the center plane CP to shorten the engine's 12 height. All the center axes CA in the illustrated embodiment are inclined at the same angle. Pistons 66 reciprocate within the cylinder bores 64. A cylinder head member 68 is affixed to the upper end of the cylinder block 62. The cylinder head member 68 closes the upper ends of the cylinder bores 64 and defines combustion chambers 70 along with the cylinder bores 64 and the pistons 66.
A [0045] crankcase member 72 is affixed to the lower end of the cylinder block 62 to close the respective lower ends of the cylinder bores 64 and to define a crankcase chamber 74. A crankshaft 56 is rotatably connected to the pistons 66 through connecting rods 76 and is journaled with the crankcase member 72. That is, the connecting rods 76 are rotatably coupled with the pistons 66 and with the crankshaft 56.
The [0046] cylinder block 62, the cylinder head member 68, and the crankcase member 72 together define an engine body 78. The engine body 78 preferably is made of an aluminum based alloy. In the illustrated embodiment, the engine body 78 is oriented in the engine compartment 20 so as to position the crankshaft 56 generally parallel to the central plane CP. Other orientations of the engine body, of course, are also possible (e.g., with a transverse or vertical crankshaft).
Engine mounts [0047] 80 extend from both sides of the engine body 78. The engine mounts 80 preferably include resilient portions made of, for example, a rubber material so that vibrations from the engine 12 are attenuated. The engine 12 is preferably mounted on a hull liner that forms a part of the lower hull section 16.
The [0048] engine 12 is lubricated with oil housed in an oil tank 37 mounted aft of the engine 12. Oil from the tank 37 circulates throughout the engine 12 when the engine 12 is operating. A circulation path of the oil passes through an oil filter 39 that is mounted to a side of the engine. The oil filter 39 removes contaminants from the oil that could harm the engine 12. An oil dish 41 mounted to the engine 12 just beneath the oil filter 39 captures dripping oil when the oil filter 39 is removed from the engine 12. Additionally, the oil dish 41 defines a guide which aids users during installation of an original or replacement oil filter 39.
The [0049] engine 12 preferably includes an air induction system to introduce air into the combustion chambers 70. In the illustrated embodiment, the air induction system includes at least four air intake ports 82 defined in the cylinder head member 68. Each intake port 82 communicates with one combustion chamber 70. Intake valves 84 are provided to selectively open and close the intake ports 82, thereby selectively connecting and disconnecting the intake ports 82 with the combustion chambers 70.
The air induction system also includes an [0050] air intake box 86, which defines a plenum chamber 88 therein. The air intake box 86 smoothes intake air and acts as an intake silencer. The intake box 86 in the illustrated embodiment has a generally rectangular shape. Other shapes for the intake box are, of course, permissible, but it is desirable for the plenum chamber to be as large as possible within the available space in the engine compartment 20. In the illustrated embodiment, a space is defined between the top of the engine 12 and the bottom of the seat 28 due to the inclined orientation of the engine 12. The rectangular shape of the intake box 86 conforms to this space.
With reference to FIGS. [0051] 3-5, the intake box 86 comprises an upper chamber member 90 and a lower chamber member 92. The upper and lower chamber members 90, 92 preferably are made of plastic or synthetic resin, although they can be made of metal or other material. Additionally, the intake box 86 can be formed by a different number of members and/or can have a different assembly orientation (e.g., side-by-side).
With reference to FIG. 2, the engine is disposed beneath the access opening [0052] 38 and is thus accessible through the access opening 38. An upper surface 91 of the air box 86 and an upper surface 35 of the oil tank 37 are also disposed directly beneath the access opening. Thus, the upper surface 91 defines an upper-most surface of the engine 12.
The [0053] upper surface 91 of the upper chamber member 90 includes at least one surface feature, such as channels 200, which is configured to direct water off of the upper surface 91. Preferably, the surface feature is configured to guide the water toward the rear or aft end of the watercraft 10. The construction and function of such a surface feature is described in greater detail below.
With reference to FIG. 3, the [0054] lower chamber member 92 preferably is coupled with the engine body 78. In the illustrated embodiment, several stays 94 extend upwardly from the engine body 78 and a flange portion 96 of the lower chamber member 92 extends generally horizontally. Several fastening members, for example, bolts 98 and nuts 99, connect the flange portion 96 to respective top surfaces of the stays 94. The upper chamber member 90 has a flange portion 100 (FIG. 3) that abuts on the flange portion 96 of the lower member 92. Several coupling or fastening members 102, which are generally configured as a shape of the letter “C” in section, preferably engage both the flange portions 96, 100 so as to couple the upper chamber member 90 with the lower chamber member 92.
With reference to FIG. 3, the [0055] lower chamber member 92 defines an inlet opening 104 and, preferably, four outlet apertures 106. Four throttle bodies 108 extend toward the apertures 106 and preferably are fixed to the lower chamber member 92. Respective bottom ends of the throttle bodies 108 are coupled with the associated intake ports 82. Preferably, as illustrated in FIG. 3, the position at which the apertures 106 are sealed to the throttle bodies 108 is spaced from the outlet of bottom ends of the throttle bodies 108. Thus, the lower member 92 is spaced from the engine 12, thereby attenuating transfer of heat from the engine body 78 to the intake box 86.
The [0056] throttle bodies 108 slant toward the port side of the watercraft 10, away from the center axis CA of the cylinder bores 64. A sleeve 110 extends between the lower chamber member 92 and the cylinder head member 68 and generally surrounds a portion of the throttle bodies 108. Respective top ends of the throttle bodies 108, in turn, open upwardly within the plenum chamber 88. Air in the plenum chamber 88 thus is drawn to the combustion chambers 70 through the throttle bodies 108 and the intake ports 82 when negative pressure is generated in the combustion chambers 70. Negative pressure is generated when the pistons 66 move toward the bottom dead center from the top dead center.
Each [0057] throttle body 108 includes a throttle valve 112. A throttle valve shaft 114, journaled for pivotal movement, links the throttle valves 112. Pivotal movement of the throttle valve shaft 114 is controlled by the throttle lever 58 on the handle bar 56 through a control cable that is connected to the throttle valve shaft 114. The rider thus can control the opening and closing of the throttle valves 112 by operating the throttle lever 56. The degree to which the throttle valves 112 are open determines the amount of air that passes through the throttle bodies 108 and into the respective combustion chambers 70. The amount of air entering the combustion chambers determines the running condition of the engine 12. More air generates higher rpm's, less air generates lower rpm's.
With reference to FIG. 3, the [0058] air inlet port 104 introduces air into the plenum chamber 88. In the illustrated embodiment, a filter assembly 116 surrounds the inlet port 104. The filter assembly 116 comprises an upper plate 118, a lower plate 120 and a filter element 122 interposed between the upper and lower plates 118, 120. Preferably, the filter element 122 comprises oil resistant and water-repellent elements. The filter assembly 116, including the lower plate 120, has a generally rectangular shape in plan view. The filter element 122 extends along a periphery of the rectangular shape so as to define a gap between a peripheral edge of the filter element 122 and an inner wall of the air box 86.
The [0059] lower plate 120 includes a duct 124 which extends inwardly toward the plenum chamber 88. The duct 124 is positioned generally above the cylinder head member 68. An upper end of the duct 124 slants so as to face an inner wall portion of the intake box 86 positioned opposite the throttle bodies 108. In the illustrated embodiment, the upper or outlet ends of the ducts 124 define a high point proximate to the outlet apertures 106 and a low point distal from the apertures 106. This is advantageous because water or water mist, if any, is likely to move toward this inner wall portion rather than toward the throttle bodies 108. If, however, a smooth flow of air is desired rather than water inhibition, the upper end of the ducts 124 may slant toward the throttle bodies 108 as indicated by the phantom line 124 a of FIG. 3. Optionally, the upper ends of the ducts 124 may be arranged so that some slant away from the throttle bodies 108 and the rest slant toward the throttle bodies 108.
In the illustrated embodiment, a [0060] guide member 126 is affixed to the lower plate 120 immediately below the duct 124. The guide member 126 defines a recess 128 that is associated with the duct 124. The recess 128 opens toward the starboard side of the watercraft 10. Air traveling from the engine compartment 20 into the plenum chamber 88 thus travels through the recess 128 of the guide member 126. The duct 124 opens to an interior volume 130 defined by the filter element 122. The air in this volume 130 thus must pass through the filter element 122 in order to reach the throttle bodies 108. Foreign substances in the air are removed by the filter element 122 as the air passes through.
Because the [0061] air inlet openings 104 are formed at the bottom of the intake box 86, water and/or other foreign substances are unlikely to enter the plenum chamber 88. The filter element 106 provides a further barrier to the entry of water and foreign particles into the throttle bodies 108. In addition, part of the openings 104 are defined by the ducts 124 extending into the plenum chamber 88. Thus, a desirable length for efficient silencing of intake noise is accommodated within the plenum chamber 90.
The [0062] engine 12 also includes a fuel supply system as illustrated in FIGS. 1 and 3. The fuel supply system includes the fuel tank 42 (FIG. 1) and fuel injectors (not shown) that are affixed to a fuel rail (not shown) and are mounted on the throttle bodies 108. The fuel rail extends generally horizontally in the longitudinal direction. A fuel inlet port (not shown) is defined at a forward portion of the lower chamber member 92 so that the fuel rail is coupled with an external fuel passage. Because the throttle bodies 108 are disposed within the plenum chamber 88, the fuel injectors are also desirably positioned within the plenum chamber 88. However, other types of fuel injectors may be used which are not mounted in the intake box 86, such as, for example, but without limitation, direct fuel injectors and induction passage fuel injectors connected to the scavenge passages of two-cycle engines. Each fuel injector has an injection nozzle directed toward the intake port 82 associated with each fuel injector.
When the [0063] intake valves 84 open, air from the plenum chamber 88 is drawn through the intake ports 82 and into the combustion chambers 70. At the same time, the fuel injectors deliver a measured amount of fuel spray, which also travels through the intake ports and into the combustion chambers 70. The air-fuel mixture is compressed, and then ignited. The resulting combustion reaction generates the power that is harnessed to propel the watercraft 10.
With reference to FIGS. [0064] 3-5, the engine 12 further includes an exhaust system 138 to discharge the combustion by-products, i.e., exhaust gases, from the combustion chambers 70. In the illustrated embodiment, with reference to FIG. 3, the exhaust system 138 includes a plurality of exhaust ports 140, at least one for each combustion chamber 70. The exhaust ports 140 are defined in the cylinder head member 68 and communicate with the associated combustion chambers 70. Exhaust valves 142 are provided to selectively connect and disconnect the exhaust ports 140 with the combustion chambers 70.
The exhaust system includes an [0065] exhaust manifold 144. In a presently preferred embodiment, the manifold 144 comprises a first manifold 146 and a second manifold 148 (FIG. 4) coupled with the exhaust ports 140 to receive exhaust gases from the respective ports 140. The first manifold 146 is connected to two of the exhaust ports 140 and the second manifold 148 is connected with the two remaining exhaust ports 140. In a presently preferred embodiment, the first and second manifolds 146, 148 are configured to nest with each other.
Respective downstream ends of the first and [0066] second exhaust manifolds 146, 148 are coupled with a first unitary exhaust conduit 150. As seen, for example, in FIGS. 4 and 5, the first unitary conduit 150 is further coupled with a second unitary exhaust conduit 152. The second unitary conduit 152 is then coupled with an exhaust pipe 154 on the rear side of the engine body 78.
With reference to FIG. 5, the [0067] exhaust pipe 154 extends along a side surface of the engine body 78 on the port side of the watercraft 10. The exhaust pipe 154 is then connected to a water-lock 156 at a forward surface of the water-lock 156. With reference to FIG. 2, a discharge pipe 158 extends from a top surface of the water-lock 156 and transversely across the center plane CP. The discharge pipe 158 then extends rearwardly and opens at a stern of the lower hull section 36 in a submerged position. The water-lock 156 prevents water in the discharge pipe 158 from entering the exhaust pipe 154.
With reference to FIG. 4, the [0068] engine 12 preferably includes a secondary air supply system 160 that supplies air from the air induction system to the exhaust system 138. More specifically, for example, hydro carbon (HC) and carbon monoxide (CO) components of the exhaust gases can be removed by an oxidation reaction with oxygen (O₂) that is supplied to the exhaust system 138 from the air induction system.
With reference to FIG. 3, the [0069] engine 12 has a valve cam mechanism for actuating the intake and exhaust valves 84, 142. In the illustrated embodiment, a double overhead camshaft drive is employed. That is, an intake camshaft 162 actuates the intake valves 84 and an exhaust camshaft 164 separately actuates the exhaust valves 142. The intake camshaft 162 extends generally horizontally over the intake valves 84 from fore to aft generally parallel to the center plane CP, and the exhaust camshaft 164 extends generally horizontally over the exhaust valves 142 from fore to aft also generally parallel to the center plane CP.
Both the intake and [0070] exhaust camshafts 162, 164 are journaled by the cylinder head member 68 with a plurality of camshaft caps. The camshaft caps holding the camshafts 162, 164 are affixed to the cylinder head member 68. A cylinder head cover member 166 extends over the camshafts 162, 164 and the camshaft caps, and is affixed to the cylinder head member 68 to define a camshaft chamber. The stays 94 and the secondary air supply device 160 are preferably affixed to the cylinder head cover member 166. Additionally, the secondary air supply device 160 is desirably disposed between the intake air box 86 and the engine body 78.
The [0071] intake camshaft 162 has cam lobes, each associated with a respective intake valve 84. The exhaust camshaft 164 also has cam lobes associated with respective exhaust valves 142. Springs bias the intake and exhaust valves 84, 142 to close the intake and exhaust ports 82, 140. When the intake and exhaust camshafts 162, 164 rotate, the cam lobes push the respective valves 84, 142 to open the respective ports 82, 142 by overcoming the biasing forces of the springs. The air thus enters the combustion chambers 70 when the intake valves 84 open, and the exhaust gases exit the combustion chambers 70 when the exhaust valves 142 open.
The [0072] crankshaft 56 preferably drives the intake and exhaust camshafts 162, 164. A driven sprocket is affixed to an end of each camshaft 162, 164. A drive sprocket is affixed to an end of the crankshaft 56. Each driven sprocket has a diameter that is twice as large as a diameter of the drive sprocket. Preferably, a timing chain or belt is wound around the drive and driven sprockets. When the crankshaft 56 rotates, the drive sprocket drives the driven sprockets via the timing chain, causing the intake and exhaust camshafts 162, 164 to rotate. The rotational speeds of the camshafts 162, 164 are reduced to half of the rotational speed of the crankshaft 56, due to the difference in diameters of the drive and driven sprockets.
A [0073] jet pump unit 48 propels the watercraft 10. The jet pump unit 48 is mounted at least partially in a tunnel 50 formed on the underside of the lower hull section 36, which is preferably isolated from the engine compartment by a bulkhead (not shown). The tunnel 50 has a downward facing inlet port (not shown) opening toward the body of water. A jet pump housing 52 is disposed within a portion of the tunnel 50 and communicates with the inlet port. An impeller (not shown) is supported within the housing 52.
An [0074] impeller shaft 54 extends forwardly from the impeller and is coupled to the crankshaft 56 by a coupling member 58. The crankshaft 56 thus drives the impeller shaft 54, causing the impeller to rotate.
The rear end of the [0075] housing 52 defines a discharge nozzle 59. A steering nozzle 60 is affixed to the discharge nozzle 59 for pivotal movement about a steering axis which extends generally vertically. The steering nozzle 60 is connected to the handle bar 32 by a cable so that the rider can pivot the nozzle 60.
When the [0076] watercraft 10 is operating, ambient air enters the internal cavity 20 defined in the hull 34 through the air ducts 46. The air then enters the plenum chamber 88, defined by the intake box 86, through the air inlet ports 104 and travels into the throttle bodies 108. The majority of the air in the plenum chamber 88 is supplied to the combustion chambers 70. The throttle valves 112 in the throttle bodies 108 regulate the amount of air that passes into the combustion chambers 70. With the throttle lever 58, the rider controls the opening angles of the throttle valves 112, and thus the amount of air that flows past the valves. The air flowing past the throttle valves flows into the combustion chambers 70 when the intake valves 84 open. At the same time that the intake valves open, the fuel injectors spray fuel into the intake ports 82 at the direction of an electronic control unit (ECU).
The air/fuel mixture in the [0077] combustion chambers 70 is compressed by the pistons 66, and then ignited by spark plugs (not shown) under the control of the ECU. The exhaust gases from the combustion explosions are discharged to the body of water surrounding the watercraft 10 through the exhaust system 138. The secondary air supply system 160 delivers a relatively small amount of air from the plenum chamber 88 to the exhaust system 138. This secondary air aids in combusting any unoxidized fuel remaining in the exhaust gases.
The force generated by the combustion explosions causes the [0078] pistons 66 to reciprocate. The reciprocating pistons 66 cause the crankshaft 56 to rotate. The rotating crankshaft 56 drives the impeller shaft 54, and the impeller rotates in the hull tunnel 50. The rotating impeller draws water into the tunnel 50 through the inlet port and discharges it rearward through the discharge nozzle 59 and through the steering nozzle 60. The rider controls the direction in which the nozzle 60 discharges water by manipulating the steering handle bar 32. The watercraft 10 thus moves according to the rider's direction.
As mentioned above, the [0079] upper surface 91 of the upper chamber member 90 includes at least one surface feature, such as a ridge, channel, hump and a ramp. Additionally, a cover 35 of the oil tank 37 preferably also includes similar surface features. These surface features may include a wide variety of shapes and textures. The arrangement and construction of the features illustrated in FIGS. 6-10 are merely exemplary, and in no way limit the scope of coverage of the claims below.
When the [0080] seat 28 is removed, the opening 38 is exposed. If the watercraft 10 is floating on a body of water when the seat 28 is removed, the interior cavity 20 is vulnerable to taking on water. For example, if a large wave hits the watercraft 10, water may enter the interior cavity 20 through the opening 38. The surface features direct water off of the upper surface 91 and toward a bilge pump (not shown) so that the water can be quickly discharged to the exterior of the watercraft 10.
The surface features cooperate with at least one of gravity and intertial forces generated during acceleration upon water to increase the rate at which water present on the [0081] upper surface 91 and/or cover 35 flows off of the upper surface 91 and/or cover 35. In addition to relatively larger quantities of water that can be splashed onto the top of the covers 35 and 36, small droplets can also collect about the upper surface 91 and/or cover 35.
Small droplets of water at rest upon a substantially horizontal surface can tend to stay remain stationary due to surface tension of the droplets. Some inertial and/or gravitational forces acting upon the droplets can be insufficient to overcome the tendency of the droplets to remain in place. However, when smaller droplets merge to form larger droplets thereby increasing the mass of the droplet, the inertial and gravitational forces also become larger, and thus, the droplets can move about the horizontal surface more readily. [0082]
Preferably, the surface feature included on the [0083] upper surface 91 and/or cover 35 create varying elevations. Water on these surfaces thus tends to collect at the point or points of lowest elevation under the influence of gravity. Although such a surface feature may not define the lowest point on the entire upper surface 91 or cover 35, such surface features can define one or a plurality of localized low points. Once a sufficient amount of water has collected at such a low point, the water tends to be influenced by at lease one of the motion of the watercraft 10 or gravity to run toward the peripheral edges of the upper surface 91 and/or cover 35. Once the water reaches the edges, it drips off the upper surface 91 and/or cover 35 and onto a floor (not shown) of the internal cavity 20. Once on the floor, the water can be sucked into a bilge pump and expelled from the watercraft 10.
One preferred embodiment, illustrated in FIG. 6, includes at least one [0084] channel 200 extending in a longitudinal direction from a first side 202 of the upper surface 91 to a second side 204 opposite the first side 202. The cover 35 preferably includes corresponding channels 200 a extending in a longitudinal direction from a first side 206 of the cover 35 to a second side 208 opposite the first side 206. The pictured channels 200, 200 a are substantially U-shaped in cross-section. One of skill in the art will understand, however, that the channels 200 may have other cross-sections, such as V-shaped or square.
In the illustrated embodiment, three [0085] channels 200 are depicted. One of ordinary skill in the art will understand, however, that any number of channels 200 may be included.
As shown in FIG. 6[0086] a, a surface 210 opposite the upper surface 91 may include ridges 212 corresponding to the channels 200. A lower surface (not shown) of the cover 35 may include similar ridges. One of ordinary skill in the art will understand, however, that the channels 200 need not include corresponding ridges 212.
A modification of the [0087] covers 35, 90 are depicted in FIGS. 7 and 7a, and identified generally by the reference numerals 35 a, 90 a, respectively. The covers 35 a, 90 a can be constructed in accordance with the descriptions of the covers 35, 90, except as noted below.
As shown in FIG. 7, a [0088] first depression 214 in the upper surface 91 a is substantially Y-shaped in plan view. Legs 216 of the Y open towards the aft of the watercraft 10.
As shown in FIG. 7[0089] a, the surface 210 opposite the upper surface 91 a may include a raised shoulder portion 220 corresponding to the first depression 214. One of ordinary skill in the art, however, will understand that the surface 210 need not include the raised shoulder portion 220.
An area between the [0090] legs 216 defines a second depression 222 having an elevation lower than an elevation of the first depression 214. The surface 210 may, but need not, include a hump 224 corresponding to the second depression 224. The cover 35 a includes a first depression 214 and second depression 222 positioned as aft extensions of the first depression 214 and second depression 222 in the upper surface 91 a.
Another modification of the [0091] covers 35, 90 are depicted in FIGS. 8 and 8a, and identified generally by the reference numerals 35 b, 90 b, respectively. The covers 35 b, 90 b can be constructed in accordance with the descriptions of the covers 35, 90, 35 a, 90 a except as noted below.
As shown in FIGS. 8 and 8[0092] a, a longitudinal channel 226 extends from the first edge 202 of the upper surface 91 b to the second edge 204. The channel 226 is substantially U-shaped in cross-section, although other cross-sectional shapes may be substituted. The surface 210 preferably includes a hump 228 corresponding to the channel 226.
Transverse [0093] grooves 236 extend from a first edge 228 of the channel 226 to a third edge 230 of the upper surface 91 b, and from a second edge 232 of the channel 226 to a fourth edge 234 of the upper surface. The grooves 236 are substantially perpendicular to the channel 226. One of skill in the art will understand, however, that the grooves 236 may extend diagonally from the channel 226. The cover 35 b may also include transverse grooves 236, as pictured, and may also include a longitudinal channel (not pictured).
A further modification of the [0094] covers 35, 90 are depicted in FIGS. 9 and 9a, and identified generally by the reference numerals 35 c, 90 c, respectively. The covers 35 c, 90 c can be constructed in accordance with the descriptions of the covers 35, 90, 35 a, 90 a, 35 b, 90 b except as noted below.
As shown in FIGS. 9 and 9[0095] a, a series of narrow longitudinal channels 238 and a central broad longitudinal channel 239 extend from the first edge 202 to the second edge 204 of the upper surface 91 c. The broad channel 239 preferably continues across the cover 35 c. The channels 238 cover approximately half of the upper surface 91 c from near a central longitudinal axis to near the fourth edge 234. One of skill in the art will understand, however, that the channels 238 could cover more or less of the upper surface 91 c. One of skill in the art will also understand that the channel 239 may be shifted toward either the third edge 230 or fourth edge 234, or eliminated entirely. With reference to FIG. 9a, the surface 210 preferably includes ridges 240 corresponding to the channels 238.
A portion of the [0096] upper surface 91 bounded by its central longitudinal axis and the third edge 230 includes a plurality of upward protrusions 242. The protrusions 242 preferably are substantially dome-shaped and elliptical in plan view, having a minor axis oriented in the longitudinal direction. The pictured embodiment includes four protrusions 242. One of skill in the art will understand, however, that more or less protrusions 242 may be provided, and that the protrusions 242 may be any of a variety of shapes, sizes and orientations. One of skill in the art will also understand that a variety of other relative positions of the protrusions 242 and channels 238 are possible. For example, the relative positions of the features may be reversed, or the protrusions 242 may be centered on the upper surface 91 c with channels 238 on either side, or the channels 238 may be centered on the upper surface 91 c with the protrusions 242 on either side.
Yet another modification of the [0097] covers 35, 90 are depicted in FIGS. 10 and 10a, and identified generally by the reference numerals 35 d, 90 d, respectively. The covers 35 d, 90 d can be constructed in accordance with the descriptions of the covers 35, 90, 35 a, 90 a, 35 b, 90 b, 35 c, 90 c except as noted below.
As shown in FIG. 10, a series of narrow [0098] longitudinal channels 244, a central broader longitudinal channel 246, and an isolated narrow longitudinal channel 248 spaced from the channels 244 and the channel 246 are disposed in the upper surface 91 d. Each of the channels 244, 246, 248 extend from the first edge 202 to the second edge 204 of the upper surface 91 d. The channels 246, 248 preferably continue across the cover 35 d. The channels 244 cover a narrow strip of the upper surface 91 d near the fourth edge 234. One of skill in the art will understand, however, that the channels 244 could cover more or less of the upper surface 91 d. One of skill in the art will also understand that the channel 246 may be widened, narrowed, shifted toward either the third edge 230 or fourth edge 234, or eliminated entirely. With reference to FIG. 10a, the surface 210 preferably includes ridges 250 corresponding to the channels 238, and a hump 252 corresponding to the channel 246.
An area of the [0099] upper surface 91 d near the third edge 230 includes a plurality of ramps 254 shaped substantially as half-ovals in plan view, with a rounded end portion 256 of each oval facing the fourth edge 234. The pictured embodiment includes four ramps 254. One of skill in the art will understand, however, that more or less ramps 254 may be provided, and that the ramps 254 may be any of a variety of shapes, sizes and orientations. One of skill in the art will also understand that a variety of other relative positions of the ramps 254 and channels 244, 246, 248 are possible. For example, the relative positions of the features may be reversed.
The above presents a description of the best mode contemplated for carrying out the present induction system for personal watercraft, and of the manner and process of making and using it, in such full, clear, concise, and exact terms as to enable any person skilled in the art to which it pertains to make and use this induction system. This induction system is, however, susceptible to modifications and alternate constructions from that discussed above which are fully equivalent. Consequently, it is not the intention to limit this induction system to the particular embodiments disclosed. On the contrary, the intention is to cover all modifications and alternate constructions coming within the spirit and scope of the induction system as generally expressed by the following claims, which particularly point out and distinctly claim the subject matter of the induction system. [0100]

Claims

What is claimed is:

1. A watercraft comprising a hull defining an engine compartment, an internal combustion engine disposed within the engine compartment, the engine including an engine body defining a combustion chamber, an air induction system comprising an intake air chamber configured to guide air toward the combustion chamber, an upper surface of the intake air chamber being configured to direct water away from the upper surface.

2. The watercraft of claim 1, wherein the upper surface comprises at least one channel.

3. The watercraft of claim 2, wherein the at least one channel runs in a longitudinal direction relative to the hull.

4. The watercraft of claim 3, wherein the at least one channel extends from a first edge of the upper surface to a second edge of the upper surface.

5. The watercraft of claim 1, wherein the upper surface comprises a first depression having a Y-shape in plan view.

6. The watercraft of claim 5, wherein the first depression defines legs which open toward an aft portion of the watercraft.

7. The watercraft of claim 6, wherein a portion of the upper surface bounded by the legs comprises a second depression having an elevation less than the first depression.

8. The watercraft of claim 1 wherein the upper surface comprises at least one groove oriented in a direction transverse to the watercraft.

9. The watercraft of claim 8, further comprising a channel oriented parallel to a longitudinal axis of the watercraft.

10. The watercraft of claim 9, wherein the channel is substantially centered on the upper surface.

11. The watercraft of claim 10, wherein the at least one groove extends from a first edge of the channel to a first edge of the upper surface.

12. The watercraft of claim 11 additionally comprising a second groove which extends from a second edge of the channel to a second edge of the upper surface.

13. The watercraft of claim 12, wherein a width of the channel is greater than a width of the grooves.

14. The watercraft of claim 1, wherein the upper surface comprises at least one protrusion.

15. The watercraft of claim 14, wherein the protrusion is dome-shaped.

16. The watercraft of claim 14, wherein the protrusion is an ellipse in plan view.

17. The watercraft of claim 16, wherein a minor axis of the at least one protrusion is parallel to a longitudinal axis of the watercraft.

18. The watercraft of claim 17, further comprising at least one channel.

19. The watercraft of claim 18, wherein the at least one channel is parallel to a longitudinal axis of the watercraft.

20. The watercraft of claim 19, wherein the at least one channel extends from a first edge of the upper surface to a second edge of the upper surface.

21. The watercraft of claim 20, wherein the at least one channel is spaced from the at least one protrusion in a direction transverse to a longitudinal axis of the watercraft.

22. The watercraft of claim 1, wherein the upper surface comprises at least one ramp.

23. The watercraft of claim 22, wherein the at least one ramp comprises a half-oval in plan view.

24. The watercraft of claim 23, wherein the at least one ramp slopes toward a first edge of the upper surface and away from a rounded portion of the half-oval.

25. The watercraft of claim 24, further comprising at least one channel.

26. The watercraft of claim 25, wherein the at least one channel runs in a direction parallel to a longitudinal axis of the watercraft.

27. The watercraft of claim 26, wherein the at least one channel reaches from a second edge of the upper surface to a third edge of the upper surface.

28. The watercraft of claim 27, wherein the at least one channel is spaced from the at least one ramp in a direction transverse to a longitudinal axis of the watercraft.

29. The watercraft of claim 1, wherein the upper surface of the air box is substantially horizontal when the watercraft is at rest and floating on a body of water.

30. An intake air chamber configured to guide air toward a combustion chamber of an internal combustion engine, the intake air chamber comprising an upper surface configured to direct water away from the upper surface.

31. The intake air chamber of claim 30, wherein the upper surface comprises at least one channel.

32. The intake air chamber of claim 31, wherein the at least one channel runs in a direction parallel to a first axis of the upper surface.

33. The intake air chamber of claim 32, wherein the at least one channel extends from a second edge of the upper surface to a third edge of the upper surface.

34. The intake air chamber of claim 30, wherein the upper surface comprises a first depression having a Y-shape in plan view, the Y-shape defining first and second legs.

35. The intake air chamber of claim 34, wherein a portion of the upper surface bounded by the legs comprises a second depression having an elevation less than the first depression.

36. The intake air chamber of claim 30, wherein the upper surface feature comprises at least one channel in the upper surface, the channel extending from a first edge of the upper surface to a second edge of the upper surface, and at least one groove oriented in a direction transverse to the channel.

37. The intake air chamber of claim 36, wherein the channel is substantially centered on the upper surface.

38. The intake air chamber of claim 37, wherein a first at least one groove extends from a first edge of the channel to a third edge of the upper surface.

39. The intake air chamber of claim 38 additionally comprising a second groove extending from a second edge of the channel to a fourth edge of the upper surface.

40. The intake air chamber of claim 39, wherein a width of the channel is greater than a width of the grooves.

41. The intake air chamber of claim 30, wherein the surface features comprise at least one projection.

42. The intake air chamber of claim 41, wherein the at least one projection is dome-shaped and comprises an ellipse in plan view.

43. The intake air chamber of claim 42, wherein a major axis of the projection is parallel to a first axis of the upper surface.

44. The intake air chamber of claim 43 additionally comprising at least one channel.

45. The intake air chamber of claim 44, wherein the at least one channel is parallel to a minor axis of the at least one dome.

46. The intake air chamber of claim 45, wherein the at least one channel extends from a first edge of the upper surface to a second edge of the upper surface.

47. The intake air chamber of claim 46, wherein the at least one channel is spaced from the at least one dome in a direction parallel to the first axis of the upper surface.

48. The intake air chamber of claim 30, wherein the upper surface comprises at least one ramp.

49. The intake air chamber of claim 48, wherein the at least one ramp comprises a half-oval in plan view.

50. The intake air chamber of claim 49, wherein the at least one ramp slopes toward a first edge of the upper surface and away from a rounded portion of the half-oval.

51. The intake air chamber of claim 50, further comprising at least one channel.

52. The intake air chamber of claim 51, wherein the at least one channel extends in a direction perpendicular to a straight edge of the half-oval.

53. The intake air chamber of claim 52, wherein the at least one channel extends from a second edge of the upper surface to a third edge of the upper surface.

54. The intake air chamber of claim 53, wherein the at least one channel is spaced from the at least one ramp in a direction perpendicular to the first edge of the upper surface.

55. A watercraft, comprising a hull defining an engine compartment an internal combustion engine disposed within the engine compartment, the engine including an lubricant tank, an upper surface of the lubricant tank is configured to direct water away from the upper surface.

56. The watercraft of claim 55, wherein the upper surface comprises at least one channel.

57. The watercraft of claim 56, wherein the at least one channel extends in a longitudinal direction relative to the watercraft.

58. The watercraft of claim 57, wherein the at least one channel extends from a first edge of the upper surface to a second edge of the upper surface.

59. The watercraft of claim 55, wherein the upper surface comprises a first depression.

60. The watercraft of claim 59, wherein the first depression extends in a direction parallel to a longitudinal axis of the watercraft.

61. The watercraft of claim 60, wherein the first depression extends from a first edge of the upper surface to a second edge of the upper surface.

62. The watercraft of claim 61, wherein the first surface further comprises a second depression having an elevation lower than the first depression.

63. The watercraft of claim 62, wherein the second depression extends in a direction parallel to a longitudinal axis of the watercraft.

64. The watercraft of claim 63, wherein the second depression extends from the first edge of the upper surface to the second edge of the upper surface.

65. The watercraft of claim 64, wherein the second depression has a width greater than a width of the first depression.

66. The watercraft of claim 55, wherein the upper surface comprises at least one groove.

67. The watercraft of claim 66, wherein the at least one groove extends in a direction transverse to a longitudinal axis of the watercraft.

68. The watercraft of claim 67, wherein the at least one groove extends from a first edge of the upper surface to a second edge of the upper surface.

69. The watercraft of claim 55 additionally comprising a cover covering the upper portion of the lubricant tank and defining the upper surface.

70. The intake air chamber of claim 55, wherein the upper surface is substantially horizontal when the watercraft is at rest and floating on a body of water.

71. An oil tank for use with an internal combustion engine, the oil tank having a cover, an upper surface of the oil tank cover comprising at least one surface feature configured to direct water away from the upper surface.

72. The oil tank of claim 71, wherein the surface feature comprises at least one channel.

73. The oil tank of claim 72, wherein the at least one channel runs in a transverse direction relative to the oil tank.

74. The oil tank of claim 73, wherein the at least one channel reaches from a first edge of the upper surface to a second edge of the upper surface.

75. The oil tank of claim 71, wherein the surface feature comprises a first depression.

76. The oil tank of claim 75, wherein the first depression extends in a direction perpendicular to a longitudinal axis of the oil tank.

77. The oil tank of claim 76, wherein the first depression extends from a first edge of the upper surface to a second edge of the upper surface.

78. The oil tank of claim 77, wherein the first surface further comprises a second depression having an elevation lower than the first depression.

79. The oil tank of claim 78, wherein the second depression extends in a direction parallel to a longitudinal axis of the watercraft.

80. The oil tank of claim 79, wherein the second depression extends from the first edge of the upper surface to the second edge of the upper surface.

81. The oil tank of claim 71, wherein the second depression has a width greater than a width of the first depression.

82. The oil tank of claim 81, wherein the surface feature comprises at least one groove.

83. The oil tank of claim 82, wherein the at least one groove runs in a direction parallel to a longitudinal axis of the oil tank.

84. The oil tank of claim 83, wherein the at least one groove extends from a first edge of the upper surface to a second edge of the upper surface.

85. A watercraft comprising a hull defining an engine compartment, an internal combustion engine disposed within the engine compartment, the engine including an engine body defining a combustion chamber, an upper surface of the engine being configured to direct water away from the upper surface.

86. The watercraft of claim 85, wherein the upper surface is an upper-most surface of the engine.

87. The watercraft of claim 85, wherein the upper surface comprises at least one surface feature configured to drain water from the upper surface.

88. The watercraft of claim 85, wherein the upper surface comprises at least one of a channel, groove, recess, protrusion, dome, and ellipse.

89. The watercraft of claim 85 additionally comprising an access opening in the hull, wherein the upper surface is substantially horizontal and is disposed at least partially directly beneath the access opening.