CA2077770A1 - Boat floatation system - Google Patents
Boat floatation systemInfo
- Publication number
- CA2077770A1 CA2077770A1 CA 2077770 CA2077770A CA2077770A1 CA 2077770 A1 CA2077770 A1 CA 2077770A1 CA 2077770 CA2077770 CA 2077770 CA 2077770 A CA2077770 A CA 2077770A CA 2077770 A1 CA2077770 A1 CA 2077770A1
- Authority
- CA
- Canada
- Prior art keywords
- bag
- boat
- housing
- panel
- air
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63B—SHIPS OR OTHER WATERBORNE VESSELS; EQUIPMENT FOR SHIPPING
- B63B43/00—Improving safety of vessels, e.g. damage control, not otherwise provided for
- B63B43/02—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking
- B63B43/10—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy
- B63B43/14—Improving safety of vessels, e.g. damage control, not otherwise provided for reducing risk of capsizing or sinking by improving buoyancy using outboard floating members
Landscapes
- Chemical & Material Sciences (AREA)
- Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Tents Or Canopies (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A floatation system for boats includes an inflatable member and a housing for storing the inflatable member when not in use. The housing has a flexible construction for fitting to different boat hull configurations.
A floatation system for boats includes an inflatable member and a housing for storing the inflatable member when not in use. The housing has a flexible construction for fitting to different boat hull configurations.
Description
207777~
S~-8612-92 - 1 -TITLE, soAT FLOATATION SY~TEM
FIELD OF THE INVENTION
The present invention relates to a boat floatation system including one or more air bags which are stored under normal boating conditions and which are easily deployed when needed under emergency conditions.
BACKGROUND OF THE INVENTION
Although not widely publicized boat capsizing and sinkings occur on a relatively frequent basis. when a boat capsizes, the occupants attempt to climb onto the hull of the boat which is slippery and wet and provides very little gripping surface.
If a boat develops a leak or is otherwise in danger of sinking not only is the boat lost but in addition, it can often be difficult to get into the life boat or dingy.
For the above as well as other obvious reasons, the capsizing or sinking of a boat can be very costly and presents very serious hazards to the occupants of the boat.
Boat floatation systems are known. In fact, there 25 has been a recent United States Patent 4,996,936 issued to Brunditt on March 5, 1991 describing a boat floatation system specifically designed to assist in preventing the capsizing and/or sinking of a boat under emergency conditions. However, upgrades to existing boat floatation systems need to be developed which not only ease the mounting of these systems to existing boats, but additionally facilitate use of the boat floatation system.
SUMMARY OF THE INyENTION
The present invention provides a floatation system for boats which is easily retro-fitted to different shapes 207777~
and sizes of boat hulls, which is easily deployed and which is extremely reliable in its construction.
According to one aspect of the invention, a floatation system for boats includes an inflatable member and a housing for storing the inflatable member when not in use. The housing itself has a flexible or bendable construction which enables it to be retro-fitted to different boat hull configurations.
According to another aspect of the present invention, the inflatable member is secured within the system by means of a stress distributing and relieving connection providing a very positive securing of the inflatable member to stand up to extreme weather conditions.
BRIEF DESCRIPTION OF THE DRAWINGS
The above as well as other advantages and features of the present invention will be described in greater detail according to the preferred embodiments of the invention in which:
Figure 1 is a perspective view of a boat fitted with a floatation system including a plurality of individual housings and air bags with the air bags in a stored condition according to a preferred embodiment of the present invention.
Figure 2 is a bottom view of the boat of Figure 1;
Figure 3 is a top view of the boat of Figure 1 with the air bags in a deployed condition.
Figure 4 is an enlarged perspective view of an individual housing and air bag arrangement from the boat of Figure 3.
Figure 5 is a sectional view through an individual housing with its associated air bag in the stored condition as shown in Figure 1 of the drawings.
Figure 6 is an enlarged sectional view through one of the housings and deployed air bags as shown in Figure 3 of the drawings.
Figure 7 is a sectional view through an air bag according to a preferred embodiment of the present invention.
Figure 8 is a perspective view of an overall air bag construction according to a preferred embodiment of the present invention;
Figure 9 is a sectional view through an air bag and housing arrangement according to a further preferred embodiment of the present invention.
DETAILED DE~RI~TION OF THE P~EFERRED EMBODIM~NT~
Figure 1 shows a boat which includes a plurality of floatation arrangements generally indicated at 1 fitted to the hull of the boat. In this particular set up, two floatation arrangements are provided to each side of the boat. However, any number of arrangements can be used.
Each floatation arrangement comprises a hull mounted housing 3 and an inflatable member or air bag 20.
Figure 5 shows the air bag stored within the housing, whereas Figures 3 and 6 show the air bag when deployed from the housing.
One of the important features of the present invention lies in the construction of the housing itself.
In particular, each housing 3 ia made from a durable weather resistant material which is flexible to the extent that it can be fitted to different boat configurations.
For example, and as best seen in Figure 2 of the drawings, the boat hull to which each of the housings 3 is mounted has a curvature along its length and the housings are bendable to the extent that they mount flushly against the side of the hull. In addition, the hull will likely have some degree of vertical as well as longitudinal curvature ,~
, . . .
.
and once again the bendability of the housing allows it to match with the curvature in the different planes along the exterior of the hull.
The material used in constructing the housing must be one which is highly resistant to ultra-violet exposure, stands up to water and in particular salt water while being bendable as described immediately above. The material must still have sufficient strength to provide a stable mounting to the boat and to additionally ensure a safe and reliable storage of the air bag within the housing. Furthermore, the housing material must be capable of withstanding extreme temperatures of, for example from, -20- to +50'. A
particularly suitable material for construction of the housing is SANTOPRENE ~, although other materials and in particular other advanced elastomer thermoplastic materials can be used.
A specific mounting of the housing to the boat is shown in Figures 5 and 6 of the drawings. The housing itself includes an interior wall or base 13 which because of the overall flexibility of the housing fits flushly against the exterior of the boat hull. In addition, a pair of reinforced rigid mounting plates 15 and 17 are fitted against the base 13 of the housing. A nut, bolt and washer combination is then fitted through each of the plates 15 and 17 which in effect are large washer-like members for supporting the housing secured to the boat.
Each housing includes a forwardly opening door 5 which is pivotally connected at its one end as indicated at 7 to the main body of the housing. The other end of the door 5 comprises a U-shaped member as indicated at 9 and having a barbed end as shown in the drawings. The main body of the housing 3 includes a receptacle 11 which has a cam-shaped mouth to an undercut region for receiving the barb on the free end 9 of the door 5.
Bag 19 is made from a water impervious material which is highly resistant to ripping and tearing of the bag. One particularly suitable material is BUTYL~ which has a sandwiched construction of nylon, rubber and nylon.
This as well as other suitable materials allows the bag to be folded down upon itself as shown in Figure 5 of the drawings and is further easily inflated as shown in Figures 3, 7 and 8 of the drawings. In a preferred method of constructing the bag, the bag material is shaped in a generally cylindrical construction where the material is rolled to provide overlapped regions 23 and 25 running longitudinally of the bag. These two overlap regions are then secured upon themselves and a housing attachment panel, generally indicated at 27 is then secured over the overlapped bag region. This panel 27 comprises a pair of spaced apart generally parallel panel members which terminate at flaps 29 which are secured directly to the bag sidewall. The panel members are jointed at the blind end 31 of panel 27 to receive a rod 33 used for physically attaching the bag to the housing as will be described later in detail. The entire panel assembly including flaps 29 is made from the same material as the bag to ensure a positive bonding, e.g. by heat sealing between the panel and the bag.
The opposite ends 34 of each bag when inflated, have an outwardly bowed configuration as seen in Figures 3 and 8 of the drawings. This gives the panel 27 a relatively gradual wrap around from the sidewall to the end wall of the bag and provides a panel to bag connection with high shear, tear and peel resistant properties. The connection of the panel to the bag from the sidewall to the end wall is therefore at an acute angle with much higher stress distributing ability than would be the case if the bag end wall and sidewalls were at 90 relative to one another.
. . ...
.
A further feature of the panel to bag connection results from the fact that the bag, although being generally cylindrical does have a tendency to bloat outwardly near the center of the bag in comparison to the ends of the bag where the bag end walls effec~ively control bag expansion. To compensate for the different degrees of bloating along the length of the bag, panel 27 has a longitudinal connection generally indicated at 28 in Figure 8 of the drawings with a slightly arcuate shaping of connection 28. This once again places a relatively constant stress on the connection of the panel to the bag.
In effect, the entire longitudinal connection of the panel including the wrap around at the ends of the bag has an overall arcuate configuration free of any sharp corners and the like, thereby minimizing high stress regions which could otherwise allow the bag to tear away from the panel.
The above features are particularly important in that during extreme weather conditions where large waves and high winds are encountered there is a very strong bias on the bags to separate from the boat. The boat itself will have a substantial amount of inertia and will not move quickly across the water surface. The bags on the other hand which are extremely light and wind susceptible in comparison to the boat do want to move across the water surface at a relatively high speed. There are therefore, very strong forces wanting to separate the bags from the boat and it is critical that the connection between the ~ bags and the boat be sufficient to withstand these types of ;~ 30 forces. Furthermore, if even the smallest separation - occurred at any point along the connection between the panel and the bag, the separation will quickly spread and result in tearing of the bag from the boat.
35AS an added feature to overcome any panel to bag separation, a separate ply of material 35 is fitted over the panel 27 and its flaps 29 as shown in Figure 8 of the , ' , .
. . ~, . : . .
.
~ ' ..
S~-8612-92 - 1 -TITLE, soAT FLOATATION SY~TEM
FIELD OF THE INVENTION
The present invention relates to a boat floatation system including one or more air bags which are stored under normal boating conditions and which are easily deployed when needed under emergency conditions.
BACKGROUND OF THE INVENTION
Although not widely publicized boat capsizing and sinkings occur on a relatively frequent basis. when a boat capsizes, the occupants attempt to climb onto the hull of the boat which is slippery and wet and provides very little gripping surface.
If a boat develops a leak or is otherwise in danger of sinking not only is the boat lost but in addition, it can often be difficult to get into the life boat or dingy.
For the above as well as other obvious reasons, the capsizing or sinking of a boat can be very costly and presents very serious hazards to the occupants of the boat.
Boat floatation systems are known. In fact, there 25 has been a recent United States Patent 4,996,936 issued to Brunditt on March 5, 1991 describing a boat floatation system specifically designed to assist in preventing the capsizing and/or sinking of a boat under emergency conditions. However, upgrades to existing boat floatation systems need to be developed which not only ease the mounting of these systems to existing boats, but additionally facilitate use of the boat floatation system.
SUMMARY OF THE INyENTION
The present invention provides a floatation system for boats which is easily retro-fitted to different shapes 207777~
and sizes of boat hulls, which is easily deployed and which is extremely reliable in its construction.
According to one aspect of the invention, a floatation system for boats includes an inflatable member and a housing for storing the inflatable member when not in use. The housing itself has a flexible or bendable construction which enables it to be retro-fitted to different boat hull configurations.
According to another aspect of the present invention, the inflatable member is secured within the system by means of a stress distributing and relieving connection providing a very positive securing of the inflatable member to stand up to extreme weather conditions.
BRIEF DESCRIPTION OF THE DRAWINGS
The above as well as other advantages and features of the present invention will be described in greater detail according to the preferred embodiments of the invention in which:
Figure 1 is a perspective view of a boat fitted with a floatation system including a plurality of individual housings and air bags with the air bags in a stored condition according to a preferred embodiment of the present invention.
Figure 2 is a bottom view of the boat of Figure 1;
Figure 3 is a top view of the boat of Figure 1 with the air bags in a deployed condition.
Figure 4 is an enlarged perspective view of an individual housing and air bag arrangement from the boat of Figure 3.
Figure 5 is a sectional view through an individual housing with its associated air bag in the stored condition as shown in Figure 1 of the drawings.
Figure 6 is an enlarged sectional view through one of the housings and deployed air bags as shown in Figure 3 of the drawings.
Figure 7 is a sectional view through an air bag according to a preferred embodiment of the present invention.
Figure 8 is a perspective view of an overall air bag construction according to a preferred embodiment of the present invention;
Figure 9 is a sectional view through an air bag and housing arrangement according to a further preferred embodiment of the present invention.
DETAILED DE~RI~TION OF THE P~EFERRED EMBODIM~NT~
Figure 1 shows a boat which includes a plurality of floatation arrangements generally indicated at 1 fitted to the hull of the boat. In this particular set up, two floatation arrangements are provided to each side of the boat. However, any number of arrangements can be used.
Each floatation arrangement comprises a hull mounted housing 3 and an inflatable member or air bag 20.
Figure 5 shows the air bag stored within the housing, whereas Figures 3 and 6 show the air bag when deployed from the housing.
One of the important features of the present invention lies in the construction of the housing itself.
In particular, each housing 3 ia made from a durable weather resistant material which is flexible to the extent that it can be fitted to different boat configurations.
For example, and as best seen in Figure 2 of the drawings, the boat hull to which each of the housings 3 is mounted has a curvature along its length and the housings are bendable to the extent that they mount flushly against the side of the hull. In addition, the hull will likely have some degree of vertical as well as longitudinal curvature ,~
, . . .
.
and once again the bendability of the housing allows it to match with the curvature in the different planes along the exterior of the hull.
The material used in constructing the housing must be one which is highly resistant to ultra-violet exposure, stands up to water and in particular salt water while being bendable as described immediately above. The material must still have sufficient strength to provide a stable mounting to the boat and to additionally ensure a safe and reliable storage of the air bag within the housing. Furthermore, the housing material must be capable of withstanding extreme temperatures of, for example from, -20- to +50'. A
particularly suitable material for construction of the housing is SANTOPRENE ~, although other materials and in particular other advanced elastomer thermoplastic materials can be used.
A specific mounting of the housing to the boat is shown in Figures 5 and 6 of the drawings. The housing itself includes an interior wall or base 13 which because of the overall flexibility of the housing fits flushly against the exterior of the boat hull. In addition, a pair of reinforced rigid mounting plates 15 and 17 are fitted against the base 13 of the housing. A nut, bolt and washer combination is then fitted through each of the plates 15 and 17 which in effect are large washer-like members for supporting the housing secured to the boat.
Each housing includes a forwardly opening door 5 which is pivotally connected at its one end as indicated at 7 to the main body of the housing. The other end of the door 5 comprises a U-shaped member as indicated at 9 and having a barbed end as shown in the drawings. The main body of the housing 3 includes a receptacle 11 which has a cam-shaped mouth to an undercut region for receiving the barb on the free end 9 of the door 5.
Bag 19 is made from a water impervious material which is highly resistant to ripping and tearing of the bag. One particularly suitable material is BUTYL~ which has a sandwiched construction of nylon, rubber and nylon.
This as well as other suitable materials allows the bag to be folded down upon itself as shown in Figure 5 of the drawings and is further easily inflated as shown in Figures 3, 7 and 8 of the drawings. In a preferred method of constructing the bag, the bag material is shaped in a generally cylindrical construction where the material is rolled to provide overlapped regions 23 and 25 running longitudinally of the bag. These two overlap regions are then secured upon themselves and a housing attachment panel, generally indicated at 27 is then secured over the overlapped bag region. This panel 27 comprises a pair of spaced apart generally parallel panel members which terminate at flaps 29 which are secured directly to the bag sidewall. The panel members are jointed at the blind end 31 of panel 27 to receive a rod 33 used for physically attaching the bag to the housing as will be described later in detail. The entire panel assembly including flaps 29 is made from the same material as the bag to ensure a positive bonding, e.g. by heat sealing between the panel and the bag.
The opposite ends 34 of each bag when inflated, have an outwardly bowed configuration as seen in Figures 3 and 8 of the drawings. This gives the panel 27 a relatively gradual wrap around from the sidewall to the end wall of the bag and provides a panel to bag connection with high shear, tear and peel resistant properties. The connection of the panel to the bag from the sidewall to the end wall is therefore at an acute angle with much higher stress distributing ability than would be the case if the bag end wall and sidewalls were at 90 relative to one another.
. . ...
.
A further feature of the panel to bag connection results from the fact that the bag, although being generally cylindrical does have a tendency to bloat outwardly near the center of the bag in comparison to the ends of the bag where the bag end walls effec~ively control bag expansion. To compensate for the different degrees of bloating along the length of the bag, panel 27 has a longitudinal connection generally indicated at 28 in Figure 8 of the drawings with a slightly arcuate shaping of connection 28. This once again places a relatively constant stress on the connection of the panel to the bag.
In effect, the entire longitudinal connection of the panel including the wrap around at the ends of the bag has an overall arcuate configuration free of any sharp corners and the like, thereby minimizing high stress regions which could otherwise allow the bag to tear away from the panel.
The above features are particularly important in that during extreme weather conditions where large waves and high winds are encountered there is a very strong bias on the bags to separate from the boat. The boat itself will have a substantial amount of inertia and will not move quickly across the water surface. The bags on the other hand which are extremely light and wind susceptible in comparison to the boat do want to move across the water surface at a relatively high speed. There are therefore, very strong forces wanting to separate the bags from the boat and it is critical that the connection between the ~ bags and the boat be sufficient to withstand these types of ;~ 30 forces. Furthermore, if even the smallest separation - occurred at any point along the connection between the panel and the bag, the separation will quickly spread and result in tearing of the bag from the boat.
35AS an added feature to overcome any panel to bag separation, a separate ply of material 35 is fitted over the panel 27 and its flaps 29 as shown in Figure 8 of the , ' , .
. . ~, . : . .
.
~ ' ..
2~777~0 drawings. This additional securing material 35 includes an overlying portion 37 which wraps completely around panel 27 and a base portion 38 which secures directly to the body of bag 20. The base portion 38 of the additional ply 35 also wraps from the sldewall around the end wall of the bag as shown. In order to cover the smallest attachment point of the base ply 38 where it is secured generally centrally of the end wall of the bag, a further reinforcing ply 39 is provided. This again helps to eliminate a specific shear or separation region where the covering ply 35 might otherwise want to separate from the bag.
In a preferred form of the invention, the bag itself includes three separate air valves. A main air valve 41 is connected to an air supply line 43 as shown in Figure 4 of the drawings. This air supply line is in turn connected to an air supply source provided onboard of the boat. The air supply source is operated in the event of a boat emergency and will cause the bag to expand from its stored condition as shown in Figure 5 to its deployed position as shown in Figure 4.
Additionally provided on the base of the bag is a pressure relief valve 47. In the event that the bag is over inflated, the pressure relief valve will automatically allow some of the air to escape from the bag. In this regard, the bag is in effective self-adjusting according to weather conditions. The bag will only automatically self deflate to the extent necessary to withstand wave impact and the like on the bag.
Additionally provided on the top of the bag is a further valve 45. This valve enables a topping up of the bag if necessary. Valve 45 is positioned such that it is accessible to the boat occupants and is fittable with a foot pump or the like for whatever small amount of bag inflation is deemed necessary.
AS best seen in Figure 8 of the drawings, each of the valves 41, 45 and ~7 is located at a different longitudinal position~along the length of the bag.
Therefore, when the bag is folded up, the valves are spaced and will not interfere with one another.
One particularly effective manner of attaching the bag to the housing is shown in Figure 6 of the drawings.
~s earlier described, panel 27 in fact comprises two parallel panel portions which are separate from one another. Plate 17 which is used in the mounting of housing 3 includes an undercut mount 19. The end 31 of panel 27 as shown in Figure 7 of the drawings is fitted into mount 19 of plate 17 and a reinforcing rod 33 is then slipped through the looped end 31 of the panel. Rod 33 has a substantially greater diameter than the width across the opening to the undercut in mount 19 through which the panel is fitted and therefore effectively traps the panel end in the mount.
Figure 9 shows a slightly modified arrangement where bag 20a is secured in position by a pair of panels 27a. This arrangement is more suited to very large boats which would put a greater load on the panels. The panels are designed to diverge or spread outwardly from one another and reduce stress when the bag is deployed.
Under normal boating conditions, each of the air bags remains in its stored condition. However, in the event of an emergency the air supply source is turned on in the boat resulting in a very fast inflation of the bags.
Each bag will push on the door 5 of its respective housing 3 producing an automatic opening of the door. Once again, the overall flexible construction of the housing assists in allowing the door to be effectively bowed outwardly and give way at its free end 9 from the connection end 11 of housing 3. It is to be noted in Figure 6 of the drawings that panel 27 is slightly longer than the length of door 5 so that the door does not interfere with the bag when it is deployed. Furthermore, the door end 9 which has bendable qualities like the rest of the housing, is designed so that it will not penetrate or otherwise damage the bag.
The air supply provided to the bags is likely to be in excess of that required to ensure a full bag inflation.
Any over inflation is compensated for by the provision of the pressure relief valves.
As seen in Figure 3, each of the bags is provided on its upper surface with a circle and square representation. These are international distress signals.
In addition, the bags themselves are preferably made in bright red, yellow or orange colors, which are again international distress colors. The circles and squares are then made of patches of material of contrasting colors such as black or other dark colors making the bags easily visible from the air to air rescue.
Once the boat is in a safe condition, i.e., the - emergency is over, the bags can be deflated and folded quickly and easily back to their storage condition in a minimal amount of time. The door 5 to the housing 3 is then easily manually closeable where once again, the resilient or deformable qualities of the housing allow the door to be bent back into the storage position.
Although various preferred embodiments of the present invention have been described herein in detail, it will be appreciated by those skilled in the art, that variations may be made thereto without departing from the spirit of the invention or the scope of the appended claims.
. . - - . .
..
, ~ : : . ~:.- - . ;
: ~
.
In a preferred form of the invention, the bag itself includes three separate air valves. A main air valve 41 is connected to an air supply line 43 as shown in Figure 4 of the drawings. This air supply line is in turn connected to an air supply source provided onboard of the boat. The air supply source is operated in the event of a boat emergency and will cause the bag to expand from its stored condition as shown in Figure 5 to its deployed position as shown in Figure 4.
Additionally provided on the base of the bag is a pressure relief valve 47. In the event that the bag is over inflated, the pressure relief valve will automatically allow some of the air to escape from the bag. In this regard, the bag is in effective self-adjusting according to weather conditions. The bag will only automatically self deflate to the extent necessary to withstand wave impact and the like on the bag.
Additionally provided on the top of the bag is a further valve 45. This valve enables a topping up of the bag if necessary. Valve 45 is positioned such that it is accessible to the boat occupants and is fittable with a foot pump or the like for whatever small amount of bag inflation is deemed necessary.
AS best seen in Figure 8 of the drawings, each of the valves 41, 45 and ~7 is located at a different longitudinal position~along the length of the bag.
Therefore, when the bag is folded up, the valves are spaced and will not interfere with one another.
One particularly effective manner of attaching the bag to the housing is shown in Figure 6 of the drawings.
~s earlier described, panel 27 in fact comprises two parallel panel portions which are separate from one another. Plate 17 which is used in the mounting of housing 3 includes an undercut mount 19. The end 31 of panel 27 as shown in Figure 7 of the drawings is fitted into mount 19 of plate 17 and a reinforcing rod 33 is then slipped through the looped end 31 of the panel. Rod 33 has a substantially greater diameter than the width across the opening to the undercut in mount 19 through which the panel is fitted and therefore effectively traps the panel end in the mount.
Figure 9 shows a slightly modified arrangement where bag 20a is secured in position by a pair of panels 27a. This arrangement is more suited to very large boats which would put a greater load on the panels. The panels are designed to diverge or spread outwardly from one another and reduce stress when the bag is deployed.
Under normal boating conditions, each of the air bags remains in its stored condition. However, in the event of an emergency the air supply source is turned on in the boat resulting in a very fast inflation of the bags.
Each bag will push on the door 5 of its respective housing 3 producing an automatic opening of the door. Once again, the overall flexible construction of the housing assists in allowing the door to be effectively bowed outwardly and give way at its free end 9 from the connection end 11 of housing 3. It is to be noted in Figure 6 of the drawings that panel 27 is slightly longer than the length of door 5 so that the door does not interfere with the bag when it is deployed. Furthermore, the door end 9 which has bendable qualities like the rest of the housing, is designed so that it will not penetrate or otherwise damage the bag.
The air supply provided to the bags is likely to be in excess of that required to ensure a full bag inflation.
Any over inflation is compensated for by the provision of the pressure relief valves.
As seen in Figure 3, each of the bags is provided on its upper surface with a circle and square representation. These are international distress signals.
In addition, the bags themselves are preferably made in bright red, yellow or orange colors, which are again international distress colors. The circles and squares are then made of patches of material of contrasting colors such as black or other dark colors making the bags easily visible from the air to air rescue.
Once the boat is in a safe condition, i.e., the - emergency is over, the bags can be deflated and folded quickly and easily back to their storage condition in a minimal amount of time. The door 5 to the housing 3 is then easily manually closeable where once again, the resilient or deformable qualities of the housing allow the door to be bent back into the storage position.
Although various preferred embodiments of the present invention have been described herein in detail, it will be appreciated by those skilled in the art, that variations may be made thereto without departing from the spirit of the invention or the scope of the appended claims.
. . - - . .
..
, ~ : : . ~:.- - . ;
: ~
.
Claims
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A floatation system for boats, said system including an inflatable member and a housing for storing said inflatable member when not in use, said housing having a flexible construction for fitting to different hull configurations.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2077770 CA2077770A1 (en) | 1992-10-01 | 1992-10-01 | Boat floatation system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2077770 CA2077770A1 (en) | 1992-10-01 | 1992-10-01 | Boat floatation system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2077770A1 true CA2077770A1 (en) | 1994-04-02 |
Family
ID=4150384
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2077770 Abandoned CA2077770A1 (en) | 1992-10-01 | 1992-10-01 | Boat floatation system |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2077770A1 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2000048900A1 (en) * | 1999-02-15 | 2000-08-24 | Smartfloat Pty Ltd | Flotation of watercraft |
| WO2004108521A1 (en) * | 2003-06-06 | 2004-12-16 | Diehl Bgt Defence Gmbh & Co. Kg | Module used as a lifting aid for watercrafts |
| CN101348163A (en) * | 2008-05-21 | 2009-01-21 | 三一电气有限责任公司 | Shipping draft adjusting device and draft adjustable transport ship |
| CN115027633A (en) * | 2022-08-10 | 2022-09-09 | 浙江大学 | Wind-driven long-endurance unmanned ship |
-
1992
- 1992-10-01 CA CA 2077770 patent/CA2077770A1/en not_active Abandoned
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2000048900A1 (en) * | 1999-02-15 | 2000-08-24 | Smartfloat Pty Ltd | Flotation of watercraft |
| WO2004108521A1 (en) * | 2003-06-06 | 2004-12-16 | Diehl Bgt Defence Gmbh & Co. Kg | Module used as a lifting aid for watercrafts |
| CN101348163A (en) * | 2008-05-21 | 2009-01-21 | 三一电气有限责任公司 | Shipping draft adjusting device and draft adjustable transport ship |
| CN115027633A (en) * | 2022-08-10 | 2022-09-09 | 浙江大学 | Wind-driven long-endurance unmanned ship |
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