U.S. patent number 3,693,569 [Application Number 05/143,321] was granted by the patent office on 1972-09-26 for boat turn-brake.
Invention is credited to Louis E. Chauvin.
United States Patent |
3,693,569 |
Chauvin |
September 26, 1972 |
BOAT TURN-BRAKE
Abstract
The present invention is primarily concerned with a device and
its method of use with small fishing, utility and pleasure boats to
prevent their grounding on the water bottom or to protect their
propulsion unit from contact therewith. This is accomplished by the
present invention which comprises an adjustable shaft member fitted
in a cooperating support assembly mounted on the boat. The
elevation of the shaft is adjusted such that its end strikes the
water bottom before the bottom of the boat or its propulsion unit
does so.
Inventors: |
Chauvin; Louis E. (New Orleans,
LA) |
Family
ID: |
22503556 |
Appl.
No.: |
05/143,321 |
Filed: |
May 14, 1971 |
Current U.S.
Class: |
114/382; 440/71;
114/230.1 |
Current CPC
Class: |
B63B
43/20 (20130101) |
Current International
Class: |
B63B
43/00 (20060101); B63b 035/00 () |
Field of
Search: |
;114/.5R,219,230,145
;115/9,41 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Blix; Trygve M.
Claims
I claim:
1. A method of preventing a boat from running aground in shallow
water comprising:
a. providing a vertically adjustable shaft member at one corner of
the boat on either side of the propulsion unit for the boat;
and
b. adjusting the vertical depth of the shaft member such that it
extends beneath the bottom of the boat to a depth sufficient to
prevent damage to the boat's propulsion unit whereby upon the boat
entering shallow waters, the extended shaft contacts the water
bottom and thereby causes the boat to pivot around the shaft away
from the shallow area.
2. Boat turn brake means comprising:
a. base means adapted for attachment to the transom of a boat; said
base means being further defined in that it is provided with a
sleeve portion adapted to receive extended shaft means; said sleeve
portion being pivotably mounted upon said base means whereby shaft
means operably mounted in said base means is allowed to pivot
backwards upon the shaft engaging the water bottom;
b. shaft means adapted for mounting within the sleeve portion of
said base means; said shaft means being further defined in that it
is provided with adjustable means whereby its elevation can be set
as desired by the boat operator; and
c. resilient spring means operably connected to the sleeve portion
of said base means for constantly urging said shaft means to assume
an essentially vertical position.
3. The boat turn brake means of claim 2 further characterized as
comprising:
d. adjustable spring loading means operably connected to said
resilient spring means whereby the force exerted upon said shaft
means by said resilient spring means can be adjusted.
4. The boat turn brake means of claim 3 further characterized as
comprising:
e. scale means operably connected to said adjustable spring loading
means for indicating the force placed on said resilient spring
means.
5. The boat turn brake mean of claim 4 further characterized in
that:
said base means is further defined as comprising pulley means
connecting said resilient spring means to the sleeve portion of
said base means.
6. The boat turn brake means of claim 2 further characterized in
that:
said base means is further defined in that the pivotably mounted
sleeve portion is operably connected to said base means whereby the
sleeve portion can be laterally rotated.
7. The boat turn brake means of claim 2 further characterized in
that:
said base means is further defined in that it is provided with a
clamping portion for clamping to the transom of a boat for ease of
installation and removal.
8. The boat turn brake means of claim 2 further characterized in
that:
said resilient spring means is operably installed in the pivotable
connection between the sleeve portion and the base portion of said
base means.
Description
BACKGROUND OF THE INVENTION
The instant invention is concerned with devices for indicating a
safe water depth while operating a boat in shallow waters as well
as to prevent grounding of the boat.
A constant problem that faces the operator of a small fishing,
utility or pleasure boat is that of grounding the boat in shallow
waters. Boats of this class, which are generally less than twenty
feet in length, are generally equipped with a propulsion unit,
e.g., an outboard engine, which can be extensively damaged by
virtue of its contact with the water bottom. The water bottom is
usually covered with various debria, such as oyster shells, gravel,
etc., which chews up the propellar, or the pump intake becomes
clogged with mud which can cause damage to the water pump.
Aside from the above, mechanical problems, there are other problems
that can arise when a boat operator proceeds in shallow waters. For
one, where the boat is bucking a head wind blowing toward the
shallow area, unless the water is deep enough for the propellar to
operate properly, the boat will continue to drift into a shallower
area, and the operator becomes stranded. Thus, with a wind to his
back, an operator must approach a shallow area very cautiously.
Another very common problem that faces the shallow water fisherman
is that of a falling tide. It is not uncommon for a fisherman to
suddenly realize that the water around his boat has become too
shallow for him to operate or run his engine.
The above and other problems are avoided by the present invention
which provides means that can be easily attached to the transom of
a boat and readily operated in a simplified singular manner unlike
prior art devices which are not only more complex, e.g., see U.S.
Pats. Nos. 202,184 and 2,966,132, but additionally, are not
functionally capable of performing the multitude of functions as
does the present device. These and further advantages of the
invention will be evident in light of its detailed description
presented below.
DESCRIPTION OF THE DRAWINGS
FIG. 1 in the drawings depicts a side elevational view of a
preferred embodiment of the instant invention.
FIG. 2 in the drawings is an isometric view of the embodiment of
FIG. 1 showing the pole support assembly as mounted on the transom
of a boat.
FIG. 3 is an isometric view of another embodiment of the present
invention.
FIG. 4 represents a side elevational view shown partly in section
of another embodiment of the pole support assembly.
FIG. 5 is a side elevational view of means for making the present
boat turn-brake portable.
FIG. 6 depicts an isometric view of yet another embodiment of the
pole support assembly.
SUMMARY
The present boat turn brake basically comprises a base member which
is adapted for attachment on the transom of a small pleasure boat
of such design. The base member in turn comprises a hinged assembly
provided with a vertically extended sleeve member wherein an
elongated shaft or pole member is operably positioned. Clamping
means operably connected to the pole member is provided whereby the
elevation or height of the pole member can be adjusted and fixed as
desired. The sleeve member is spring loaded whereby the pole member
is always urged toward an essentially vertical position. The spring
action is provided to prevent shock and subsequent bending of the
pole member upon it engaging the water bottom or some foreign
object.
The present method of preventing a boat from running aground in
shallow water comprises positioning the vertically adjustable pole
or shaft member at one corner of the transom of the boat on either
side; and adjusting the vertical depth of the shaft member such
that it extends beneath the bottom of the boat to a depth
sufficient to prevent the boat from grounding whereby upon the boat
entering shallow water, the extended shaft contacts the water
bottom and causes the boat to pivot around the shaft and away from
the shallow area.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring to FIGS. 1 and 2 in the drawings, the boat 10 is provided
with the transom 11 to which the transom plate assembly or pole
support assembly 12 is operably attached by suitable means (not
shown), e.g., wood screws or the like. The pole support assembly 12
in turn further comprises the hinge assembly 13 which further
comprises the pole support and guide sleeve means 14. The hinge is
mounted upon or attached to the plate assembly 12 by suitable means
(not shown), e.g., by bolts, welding, etc.
The resilient stop member 15 is provided for cushioning the sleeve
assembly 14 upon it being moved rearward and returned to its
essentially vertical position. The assembly 15 preferably comprises
the resilient rubber member 16 which is mounted upon the bracket
member 17 which in turn is affixed to the base member 12. The stop
assembly 15 is positioned such that the pole is oriented in an
essentially vertical position when the pole and sleeve assembly is
at rest against it.
The pole and sleeve assembly is constantly urged toward a vertical
position by virtue of the spring load assembly 18. The latter in
turn further comprises the cable means 19, one end of which is
operably attached to the sleeve assembly 14 and its other end to
the spring means 20. The pulley means 21 and 22 are provided for
guiding the cable 16 which in turn transfers the load on the spring
20 to the sleeve assembly 14. The scale means 23 in cooperation
with the crank assembly 24 to which it is operably connected by
virtue of the cable means 25 is provided for adjusting the load as
desired on the sleeve assembly 14.
FIG. 2 in the drawings shows in greater detail the location of the
pulleys means 21 and 22. FIG. 2 also depicts the preferred location
of the base assembly 12 which can be positioned on either side of
the transom 11 or the propulsion unit 26 pursuant to the
operational procedure as discussed hereinafter.
FIG. 3 depicts another embodiment of the present invention. In that
design, the sleeve assembly 30 is connected to the base assembly 31
by virtue of the hinge means 32 in a manner similar to the
embodiment of FIG. 1. The spring assembly 33 is provided as a shock
absorber for absorbing the impact of the sleeve assembly 30 upon it
being moved or shoved downwards toward the transom of the boat,
e.g., when the pole 12 is released suddenly from an inclined
position or should it be shoved forwards toward the boat transom.
The spring assembly 33 is attached to the base assembly 31 and can
be attached to the sleeve assembly 30. Where the latter is not
affixed to the spring assembly 33, the individual springs 34 and 35
are supported by suitable spring guides (not shown) to maintain the
assembly 30 in a relatively fixed position capable of absorbing
impact from the sleeve assembly 30.
In the embodiment of FIG. 4 which depicts partly in section another
design of the pole support assembly, the hinge member 53 is
rotatably mounted upon the base assembly 54 by virtue of the
extended pin member 55. By virtue of such design, the hinge
assembly 51 can pivot laterally around the pin member 55 to allow
the pole 12 positioned in the sleeve assembly 56 which is attached
to the hinge assembly 51 in any conventional manner to shift
sideways. This minimizes the possibility of pole 12 bending due to
the boat shifting laterally.
The materials of construction employed in the construction of the
present device are not critical as long as the material is
sufficiently strong to withstand the forces involved in its use and
are preferably corrosion resistant, especially when utilized in a
salt water environment. In the embodiment of FIG. 4 which
illustrates a portable design of the present device, a light weight
material is preferred, such as cast aluminum.
FIG. 5 illustrates another manner of attaching the base assembly 40
to the transom of a boat. The base assembly 40 is provided with the
portion 41 which overlaps the transome 11 in a manner of design
similar to a conventional mounting bracket as provided on an
outboard engine. The portion 41 is provided with the butterfly
calmp assembly 42 for clamping the base assembly 40 onto the
transome 11. The sleeve assembly 43 is connected to and mounted
upon the base assembly 44 in a similar fashion as the other
embodiments described above. The spring assembly 45 is also
provided as shock absorber means for the same purposes as discussed
supra.
FIG. 6 depicts a preferred hinge design which incorporates the
spring means 50 in the body of the hinge assembly. The hinge
assembly 51 is designed such that the spring means 50 urges the
hinge members 52 and 53 toward each other to achieve the same
results as discussed above.
The spring load to be placed upon the rod 12 in any of the
embodiments is mainly dependent upon the weight of the boat on
which it is installed. A distinct advantage of the embodiment of
FIG. 1 is the fact that the spring load assembly 18 allows a boat
operator to adjust the load on the rod 12 to accomodate his
particular boat, as well as to vary its operating procedure.
However, for small utility, fishing or pleasure boats of the 20
foot and under class, the embodiments of FIGS. 3 and 6 offer
sufficient design flexibility to allow the use of spring means
having an acceptable spring constant, such that a given design will
be flexible enough for use on a wide range of craft. For example,
for a 15 foot glass boat weighing approximately five hundred pounds
and powered by two 18-horsepower outboard engines, the rod 12 would
normally be set about 18 inches below the skegs. This dimension is
added to that of the distance from the centerline of the hinge
assembly which serves as a fulcrum point. That dimension for the
above craft would be about 32 inches which makes the moment arm a
total of about 50 inches. It was found that with the boat running
at fast idle speed (about 4 MPH) in forward gear, a force of 100
pounds applied to a position on the sleeve 14 at a distance about 1
foot from the centerline of the hinge 13 by the winch spring system
18, the boat would stop in about 30 inches of water, then turn to
the right, pivoting on the sleeve 14 encircling the grounding rot
12 without more than 15.degree.-30.degree. angulation of the rod.
When a complete about face is made (180.degree. ), slight
acceleration of the outboard engines brings the boat back to deeper
water from which it originally came. This is accomplished without
utilizing the runner mechanism whatsoever, the grounding rod or
resistance arm 12 doing the steering.
Based upon the above results, the design and operation of the
present device for a specific application would be based upon the
following data and formula. The torque force per pound of boat is
100 feet pounds divided by 500 pounds which equals 0.2 feet pounds
per pound. The torque force per pound of boat per inch of
resistance arm is 0.2 divided by 50 which equals 0.004 feet pounds
per pound per inch. Thus, the formula for computing the torque
force becomes TF = 0.004 WR where W equals the weight of the boat
in pounds and R equals the length of the resistance arm in inches.
It can be also seen that the spring force gain which is defined as
the number of feet pounds per degree of rotation is equivalent to
about 1 (100 feet pounds divided by 90.degree. which would be the
maximum arcuate path of travel for the resistance arm).
The recommended operating procedure is as follows. When the
operator feels or notices the rod begins to ground, he pulls back
on the controls and sets the engine in neutral-idle. This will
cause the boat to stop immediately. The boat can then be turned
about face 180.degree. to the right by shifting into forward gear
or to the left by shifting into reverse gear, depending upon the
conditions, e.g., wind, current, obstructions, etc. The boat will
literally "turn on a dime" and then, upon slight acceleration in
forward gear, proceed back to deeper water from which it came.
If the grounding rod is set at 6 to 12 inches below the propellar
in the example set forth above, the force required to turn the boat
will be about 70 pounds. In such instance, the boat will turn in
about 18 to 24 inches of water, allowing 6 inches of the rod for
angulation and sinkage in the mud.
Rod settings from 18 to 36 inches are used mostly as shoal
indicator settings. Force settings at less than 100 pounds may be
employed for this purpose.
It has been found that for unusual conditions of wind and current
resistance, the most efficient and positive turn around is in
reverse gear where strong power may be applied to the throttle.
In normal operation, the grounding rod is kept in the boat (as you
would a boat paddle or boat hook) to be used where needed for
shallow waters. However, should the operator forget to raise or
remove the rod and while running, strike an obstruction, then the
spring system will allow the rod to spring upwards without damage
to the device. At high speeds, the drag caused by the water
resistance to the rod becomes so great that it becomes obvious to
the operator that the rod is down.
In light of the above, it can be seen that the present device has
the following uses: prevents damage to the lower unit of a boat's
propulsion unit; prevents a boat from being grounded in mud; can be
employed as a shoal indicator by a fisherman on the way to a
fishing site to prevent him from being trapped by a falling tide;
serves as a tide change indicator since as the tide falls, the
collar clamped on the rod moves upwards indicating a falling tide;
serves as a noiseless anchor in shallow waters; allows drift
fishing without fear of being carried by wind and current into a
shallow area and becoming grounded; makes it possible to approach
the shore line while attempting to beach a boat without fear of
grounding the lower unit; serves as a convenient anchor for
beaching a boat along a shore line and prevents the stern from
swinging in and allowing the lower unit to be grounded; and
additionally serves as a lighting rod.
* * * * *