U.S. patent application number 09/904961 was filed with the patent office on 2002-03-07 for induction system for personal watercraft.
Invention is credited to Mashiko, Tetsuya, Takegami, Masaki.
Application Number | 20020028617 09/904961 |
Document ID | / |
Family ID | 18708477 |
Filed Date | 2002-03-07 |
United States Patent
Application |
20020028617 |
Kind Code |
A1 |
Mashiko, Tetsuya ; et
al. |
March 7, 2002 |
Induction system for personal watercraft
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.
Inventors: |
Mashiko, Tetsuya;
(Hamamatsu, JP) ; Takegami, Masaki; (Hamamatsu,
JP) |
Correspondence
Address: |
KNOBBE MARTENS OLSON & BEAR LLP
620 NEWPORT CENTER DRIVE
SIXTEENTH FLOOR
NEWPORT BEACH
CA
92660
US
|
Family ID: |
18708477 |
Appl. No.: |
09/904961 |
Filed: |
July 13, 2001 |
Current U.S.
Class: |
440/88A ;
440/88F; 440/88L; 440/88N; 440/89F |
Current CPC
Class: |
F02M 35/10347 20130101;
B63B 34/10 20200201; F02B 61/045 20130101; F02M 35/167 20130101;
B63H 21/14 20130101; F02M 35/10321 20130101; F02M 35/112 20130101;
F02M 35/10203 20130101 |
Class at
Publication: |
440/88 |
International
Class: |
B63H 021/10; B63H
021/38 |
Foreign Application Data
Date |
Code |
Application Number |
Jul 13, 2000 |
JP |
2000-212569 |
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.
Description
RELATED APPLICATION
[0001] 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
[0002] 1. Field of the Invention
[0003] 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.
[0004] 2. Description of the Related Art
[0005] 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.
[0006] 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.
[0007] 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.
[0008] 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.
[0009] 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
[0010] 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.
[0011] 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.
[0012] 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.
[0013] 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.
[0014] 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.
[0015] 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
[0016] 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:
[0017] 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;
[0018] FIG. 2 is a top plan view of the watercraft of FIG. 1;
[0019] 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;
[0020] FIG. 4 is a front, top, and right side perspective view of
the engine of FIG. 3, including an oil tank;
[0021] FIG. 5 is a front, top, and left side perspective view of
the engine of FIG. 3;
[0022] 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;
[0023] FIG. 6a is a sectional view of the upper surface of the air
box taken along line 6a-6a of FIG. 6;
[0024] FIG. 7 is a top plan view of a modification of the upper
surface of the intake box and oil tank of FIG. 6;
[0025] FIG. 7a is a sectional view of the upper surface of the air
box taken along line 7a-7a of FIG. 7;
[0026] FIG. 8 is a top plan view of another modification of an
upper surface of the intake box and oil tank of FIG. 6;
[0027] FIG. 8a is a sectional view of the upper surface of the air
box taken along line 8a-8a of FIG. 8;
[0028] 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;
[0029] FIG. 9a is a sectional view of the upper surface of the air
box taken along line 9a-9a of FIG. 9;
[0030] 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
[0031] FIG. 10a is a sectional view of the upper surface of the air
box taken along line 10a-10a of FIG. 10;
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0032] With reference to FIGS. 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.
[0033] The 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.
[0034] With reference to FIGS. 1 and 2, the 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.
[0035] In the illustrated embodiment, a 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.
[0036] The 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.
[0037] The 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.
[0038] The seat comprises a cushion detachably supported, at least
in principal part, by the 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.
[0039] A 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.
[0040] The 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.
[0041] The 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.
[0042] The 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.
[0043] The 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.
[0044] Each cylinder bore 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.
[0045] A 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.
[0046] The 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).
[0047] Engine mounts 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.
[0048] The 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.
[0049] The 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.
[0050] The air induction system also includes an 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.
[0051] With reference to FIGS. 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).
[0052] With reference to FIG. 2, the engine is disposed beneath the
access opening 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.
[0053] The 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.
[0054] With reference to FIG. 3, the 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.
[0055] With reference to FIG. 3, the 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.
[0056] The 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.
[0057] Each 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.
[0058] With reference to FIG. 3, the 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.
[0059] The 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 124a 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.
[0060] In the illustrated embodiment, a 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.
[0061] Because the 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.
[0062] The 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.
[0063] When the 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.
[0064] With reference to FIGS. 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.
[0065] The exhaust system includes an 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.
[0066] Respective downstream ends of the first and 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.
[0067] With reference to FIG. 5, the 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.
[0068] With reference to FIG. 4, the 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 (O.sub.2) that is supplied to the exhaust system 138 from
the air induction system.
[0069] With reference to FIG. 3, the 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.
[0070] Both the intake and 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.
[0071] The 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.
[0072] The 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.
[0073] A 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.
[0074] An 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.
[0075] The rear end of the 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.
[0076] When the 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).
[0077] The air/fuel mixture in the 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.
[0078] The force generated by the combustion explosions causes the
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.
[0079] As mentioned above, the 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.
[0080] When the 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.
[0081] 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 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.
[0082] 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.
[0083] Preferably, the surface feature included on the 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.
[0084] One preferred embodiment, illustrated in FIG. 6, includes at
least one 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 200a 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, 200a 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.
[0085] In the illustrated embodiment, three channels 200 are
depicted. One of ordinary skill in the art will understand,
however, that any number of channels 200 may be included.
[0086] As shown in FIG. 6a, 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.
[0087] A modification of the covers 35, 90 are depicted in FIGS. 7
and 7a, and identified generally by the reference numerals 35a,
90a, respectively. The covers 35a, 90a can be constructed in
accordance with the descriptions of the covers 35, 90, except as
noted below.
[0088] As shown in FIG. 7, a first depression 214 in the upper
surface 91a is substantially Y-shaped in plan view. Legs 216 of the
Y open towards the aft of the watercraft 10.
[0089] As shown in FIG. 7a, the surface 210 opposite the upper
surface 91a 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.
[0090] An area between the 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 35a 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 91a.
[0091] Another modification of the covers 35, 90 are depicted in
FIGS. 8 and 8a, and identified generally by the reference numerals
35b, 90b, respectively. The covers 35b, 90b can be constructed in
accordance with the descriptions of the covers 35, 90, 35a, 90a
except as noted below.
[0092] As shown in FIGS. 8 and 8a, a longitudinal channel 226
extends from the first edge 202 of the upper surface 91b 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.
[0093] Transverse grooves 236 extend from a first edge 228 of the
channel 226 to a third edge 230 of the upper surface 91b, 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 35b may also include transverse grooves 236, as pictured,
and may also include a longitudinal channel (not pictured).
[0094] A further modification of the covers 35, 90 are depicted in
FIGS. 9 and 9a, and identified generally by the reference numerals
35c, 90c, respectively. The covers 35c, 90c can be constructed in
accordance with the descriptions of the covers 35, 90, 35a, 90a,
35b, 90b except as noted below.
[0095] As shown in FIGS. 9 and 9a, 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
91c. The broad channel 239 preferably continues across the cover
35c. The channels 238 cover approximately half of the upper surface
91c 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 91c. 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.
[0096] A portion of the 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 91c with
channels 238 on either side, or the channels 238 may be centered on
the upper surface 91c with the protrusions 242 on either side.
[0097] Yet another modification of the covers 35, 90 are depicted
in FIGS. 10 and 10a, and identified generally by the reference
numerals 35d, 90d, respectively. The covers 35d, 90d can be
constructed in accordance with the descriptions of the covers 35,
90, 35a, 90a, 35b, 90b, 35c, 90c except as noted below.
[0098] As shown in FIG. 10, a series of narrow 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 91d. Each
of the channels 244, 246, 248 extend from the first edge 202 to the
second edge 204 of the upper surface 91d. The channels 246, 248
preferably continue across the cover 35d. The channels 244 cover a
narrow strip of the upper surface 91d 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 91d. 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.
[0099] An area of the upper surface 91d 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.
[0100] 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.
* * * * *