Boat Safety System

Abstract

A safety system for a boat, watercraft or other vehicle includes a kill switch connected to the motor for preventing the motor from running under dangerous circumstances. The system may include proximity sensors operatively connected to the kill switch, so that the motor only runs when the proximity sensor detects a person properly positioned at the captain's console. Other sensors may form an array to communicate with the kill switch, to automate certain features and systems, or to otherwise provide alarms upon detection of dangerous situations, including a carbon monoxide detection sensor system, gate sensors, anchor-down sensors, ladder sensors, ambient light sensors, optical rain sensors for operating an automated windshield wiper safety system, an array of cameras strategically positioned around the periphery of the watercraft for monitoring purposes, and an automated anchor/navigation light system.

Claims

1. An automated lighting system for a watercraft, comprising: a programmable electronic controller operatively connected to a plurality of lights on the watercraft; at least one light sensor positioned to detect ambient light levels; wherein the programmable electronic controller is configured to receive data from the at least one light sensor and automatically operate the plurality of lights based on the detected ambient light levels; wherein the plurality of lights includes navigation lights, docking lights, interior lights, and instrument panel lights.

2. The system of claim 1, wherein the programmable electronic controller automatically switches on the navigation lights when the ambient light levels fall below a predetermined threshold.

3. The system of claim 1, wherein the programmable electronic controller is configured to dim or adjust the brightness of the interior lights and instrument panel lights based on the detected ambient light levels.

4. The system of claim 1, wherein the programmable electronic controller is further operatively connected to a speed sensor or RPM sensor, and is configured to automatically deactivate the docking lights when the watercraft exceeds a predetermined speed.

5. The system of claim 1, further comprising an audio or visual alarm operatively connected to the programmable electronic controller, wherein the alarm is activated if the navigation lights are not on while ambient light levels are below the predetermined threshold.

6. The system of claim 1, wherein the programmable electronic controller is operatively connected to a user interface, touch screen, or mobile device, allowing a user to adjust settings of the lighting system, including brightness levels and activation thresholds.

7. The system of claim 1, wherein the programmable electronic controller prevents the watercraft's motor from starting or the propeller from engaging if the navigation lights are off and ambient light levels are below the predetermined threshold.

8. The system of claim 1, wherein the programmable electronic controller is further operatively connected to a GPS module, and is configured to adjust lighting operation based on vessel speed or geographic location.

9. The system of claim 1, wherein the navigation lights are automatically transitioned between anchor light mode and underway mode based on ambient light level and motor RPM.

10. The system of claim 1, wherein the programmable electronic controller is configured to adjust helm and interior light levels based on both ambient light levels and whether the watercraft is underway or stationary.

11. An anchor-down alarm system for a watercraft, comprising: an anchor deployment sensor configured to detect whether an anchor is in a deployed position or a stowed position; a programmable electronic controller operatively connected to the anchor deployment sensor; and an alarm operatively connected to the electronic controller; wherein the electronic controller is configured to trigger the alarm when the anchor deployment sensor detects that the anchor is in the deployed position and a motor of the watercraft is started or engaged into gear.

12. The system of claim 11, wherein the electronic controller is further configured to prevent the watercraft from shifting into forward or reverse gear when the anchor is in the deployed position.

13. The system of claim 11, wherein the alarm comprises at least one of: an audible alarm, a visual indicator on a display screen, or a notification sent to a mobile device.

14. The system of claim 11, wherein the anchor deployment sensor comprises a proximity sensor operatively positioned to detect the presence or absence of a portion of the anchor within a retracted anchor housing.

15. The system of claim 11, wherein the anchor deployment sensor comprises a retro-reflective sensor, a through-beam sensor, or an inductive proximity sensor.

16. The system of claim 11, wherein the electronic controller is further configured to receive input from a motor RPM sensor, and is programmed to determine whether the motor is running based on RPM values.

17. The system of claim 11, wherein the electronic controller is further operatively connected to a touch screen or user interface, and the alarm is displayed visually on the screen.

18. The system of claim 11, wherein the electronic controller is configured to allow user customization of the alarm conditions, including the type of alert, the motor RPM threshold, and the delay before alarm activation.

19. The system of claim 11, wherein the alarm system is further configured to send a remote notification to a mobile device if the anchor is detected in the deployed position while the vessel is underway.

20. The system of claim 11, wherein the anchor deployment sensor and the electronic controller are components of a windlass anchor system.

21. A safety system for a watercraft, comprising: a programmable electronic controller; at least one light sensor operatively connected to the programmable electronic controller for detecting ambient light levels; a plurality of vessel lights operatively connected to the programmable electronic controller, including navigation lights, anchor light, and docking lights; an optical rain sensor operatively connected to the programmable electronic controller; and at least one windshield wiper operatively connected to the programmable electronic controller; wherein the programmable electronic controller is configured to automatically activate the windshield wiper, navigation lights and anchor light based on rain conditions detected by the optical rain sensor.

22. The system of claim 21, wherein the programmable electronic controller is configured to automatically activate the navigation lights when the ambient light level falls below a predetermined threshold.

23. The system of claim 21, wherein the programmable electronic controller is configured to deactivate the docking lights when a speed sensor detects that the vessel speed exceeds a predetermined value.

24. The system of claim 21, wherein the programmable electronic controller is configured to adjust the brightness of the interior lights and instrument panel lights based on ambient light conditions.

25. The system of claim 21, wherein the programmable electronic controller is further operatively connected to a speed sensor, GPS module, or RPM sensor and is configured to adjust lighting based on vessel motion and operating conditions.

26. The system of claim 21, wherein the optical rain sensor comprises an infrared emitter and receiver pair configured to detect the presence of moisture on a windshield.

27. The system of claim 21, wherein the programmable electronic controller is configured to vary the speed of the windshield wiper based on the intensity of detected rain.

28. The system of claim 21, further comprising a user interface or touchscreen operatively connected to the programmable electronic controller, allowing a user to adjust lighting preferences and wiper settings.

29. The system of claim 21, wherein the programmable electronic controller is configured to generate an alert if the navigation lights are off during low-light conditions or if the windshield wiper fails to respond to detected rain.

30. The system of claim 21, wherein the programmable electronic controller is further configured to prevent the propeller from engaging unless the navigation lights are illuminated during low-light conditions.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0040] These and other features, aspects, and advantages of the present invention will become better understood with regard to the following description, appended claims, and accompanying drawings where:

[0041] FIG. 1 is a perspective view of one embodiment of a kill switch used on watercraft for shutting down a boat motor and a wearable fob, wherein the kill switch in this embodiment includes a wireless receiver for receiving input from the fob and various sensors, including proximity sensors, contact sensors, and the like;

[0042] FIG. 2 is a top view of one embodiment of a gate on a boat, wherein the gate includes a contact sensor to detect whether the gate is in an open position or a closed position;

[0043] FIG. 3 is a perspective view of a collapsible boat ladder including a contact sensor that detects whether the ladder is in the collapsed position or the open/down position;

[0044] FIG. 4 is a perspective view of one embodiment of a boat having a boat safety system installed thereon, wherein the boat safety system includes a kill switch that receives input from a pair of proximity sensors on the stern for detecting swimmers or objects that are near the boat motor and propeller, a proximity sensor on the console for detecting whether a captain is in position to operate the boat, a video screen that displays warnings based on input from the sensors, and further including cameras disposed on the bow, stern, port side and starboard side so that the feed from the cameras may be displayed on the video screen; and

[0045] FIG. 5 is one embodiment of a captain's console on a boat, including a console proximity sensor for detecting whether a captain is in position to operate the boat, a kill switch, and a video screen that displays warnings based on input from various sensors arrayed around the boat;

[0046] FIG. 6 is a perspective view of one embodiment of a watercraft safety system, showing a partial view of a personal watercraft having a handlebar member, wherein a proximity sensor is positioned on a central portion of the handlebar member for detecting the presence of an operator in proper position to operate the personal watercraft;

[0047] FIG. 7 is a perspective view of one embodiment of a personal watercraft having watercraft safety system, wherein a proximity sensor is mounted on a console below the handlebar member for detecting the presence of an operator in proper position to operate the personal watercraft.

[0048] FIG. 8 is a perspective view of a boat that includes one embodiment of the safety lighting system, including navigation lights, a light sensor, and a carbon monoxide detector, all of which are operatively connected to a programmable electronic controller;

[0049] FIG. 9 is a perspective view of a boat that includes one embodiment of a safety lighting system, including navigation lights, interior lights, a light sensor, and a carbon monoxide detector, all of which are operatively connected to a programmable electronic controller;

[0050] FIG. 10 is a perspective view of a helm of a boat that includes one embodiment of the safety lighting system, wherein the helm includes a light sensor, a video screen, a kill switch, and gauges that include lighting therein for nighttime operations, all of which are operatively connected to a programmable electronic controller;

[0051] FIG. 11 is a schematic view of one embodiment of a safety lighting system for a boat or watercraft; and

[0052] FIG. 12 is a top view of one embodiment of an anchor-down alarm system showing a bow of a boat having an open hatch revealing a compartment that houses a windlass anchor system including a winch, an anchor line and an anchor, together with a sensor for detecting whether the anchor is in a deployed position or a stowed position;

[0053] FIG. 13 is a schematic view of one embodiment of an anchor-down alarm system showing a digital control module operatively connected to a multi-function device 82 (MFD), and operatively connected to an inductive proximity sensor that is positioned adjacent a pocket that houses an anchor, wherein the anchor is in a deployed position and is undetectable by the inductive proximity sensor;

[0054] FIG. 14 is a schematic view of one embodiment of an anchor-down alarm system showing a digital control module operatively connected to a multi-function device (MFD), and operatively connected to an inductive proximity sensor that is positioned adjacent a pocket that houses an anchor, wherein the anchor is in a stowed position and is detectable by the inductive proximity sensor;

[0055] FIG. 15 is a schematic view of one embodiment of an anchor-down alarm system showing a digital control module operatively connected to a multi-function device (MFD), and operatively connected to a retro-reflective sensor that is positioned adjacent a pocket that houses an anchor, wherein the anchor is in a deployed position and is undetectable by the retro-reflective sensor;

[0056] FIG. 16 is a schematic view of another embodiment of an anchor-down alarm system showing a digital control module operatively connected to a multi-function device (MFD), and operatively connected to a retro-reflective sensor that is positioned adjacent a pocket that houses an anchor, wherein the anchor is in a stowed position and is detectable by the retro-reflective sensor;

[0057] FIG. 17 is a schematic view of one embodiment of an anchor-down alarm system showing a digital control module operatively connected to a multi-function device (MFD), and operatively connected to a through-beam sensor that is positioned adjacent a pocket that houses an anchor, wherein the anchor is in a deployed position and is undetectable by the through-beam sensor;

[0058] FIG. 18 is a schematic view of another embodiment of an anchor-down alarm system showing a digital control module operatively connected to a multi-function device (MFD), and operatively connected to a through-beam sensor that is positioned adjacent a pocket that houses an anchor, wherein the anchor is in a stowed position and is detectable by the through-beam sensor;

[0059] FIG. 19 is a schematic view of one embodiment of a navigation lighting and anchor light system incorporating a digital control module, a photoresistor; and

[0060] FIG. 20 is a schematic drawing of a navigation lighting system and anchor light system incorporating a multi-function control button, a digital switching module, a photoresistor and a navigation light control module.

DETAILED DESCRIPTION OF THE INVENTION

Overview

[0061] The present invention includes generally, in one embodiment, an integrated boat safety system that includes a series of sensors for detecting dangerous situations, together with a digital controller, a touch screen interface, a kill switch, a Global Positioning System (GPS), a camera system, various types of alarms (audio and visual), a wireless fob, wearable electronic devices, and an automated lighting system, an anchor-down alarm and safety system, a carbon-monoxide detection system, an automated windshield wiper system, as well as other safety and control features, wherein the components may be combined in various ways to provide an integrated, automated safety system to facilitate the safe operation of a watercraft.

Boat Safety System

Kill Switch Safety Features

[0062] The present invention, in a first embodiment, is a boat safety system that includes a kill switch 10 that is operatively connected to a boat 14 or watercraft motor in the traditional manner, and a fob 12 that communicates with the kill switch 10 wirelessly, so that the fob 12 must be in close proximity to the captain's chair 16 or console 18 in order to start the boat motor 20. This wireless fob 12 may work in a similar manner to that disclosed in U.S. Pat. No. 8,542,092, which is incorporated herein by reference. Preferably, the proximity required for the fob 12 to wirelessly connect to the kill switch 10 is adjustable to a user's preference, so that it may extend to the bow 22 and stern 24 of the boat 14, if desired. Otherwise, the fob 12 should be within about 3 feet from the console 18 in order for the kill switch 10 to allow the motor 20 to start and run. It is contemplated that the fob 12 may take various forms, including as a wearable device, as shown in FIG. 1. It may be in the form of a bracelet, necklace or wristband worn by the captain, or it may include a clip or carabiner for attachment to the captain's clothing or bathing suit. Preferably, the fob 12 is waterproof, so that submersion in water does not cause damage thereto. Further, the fob 12 may be used to start the ignition of the motor 20 in some embodiments, if desired, or in another embodiment, a traditional key or start button may be used to start the motor 20 while the fob 12 is in close proximity to the captain's console 18, the kill switch 10, or in some cases, the motor 20.

[0063] The kill switch 10 preferably works like traditional kill switches on boats, with the exception that, in one embodiment it includes means for wirelessly communicating with the fob 12 and the various sensors that may be used around the boat 14. In one embodiment, the kill switch 10 includes a receiver and transmitter that wirelessly communicates with the fob 12, as described above, and also receives signals from the proximity sensors 26 and ladder and gate sensors 28 wirelessly, in order to prevent the propeller 30 from spinning when 1) people, animals or objects are in the danger zone around the boat motor 14 and propeller 30, or 2) the ladder 32 is in the down position, or 3) when the captain is not in proper position at the console 18 in order to operate the boat 14.

[0064] Additionally, in some embodiments, the sensors 26, 28 may also communicate with a visual and/or audio alarm that is preferably mounted on the captain's console or on (or adjacent to) the kill switch itself. The alarm may simply comprise a light that only shines when the ladder 32 is down or there are people or objects around the propeller 30. Similarly, the alarm may include an audio alarm (beeping, buzzing, a voice describing the warning, or the like). Separate sensors 26, 28 may have separate alarms, if desired, so that the proximity sensors 26 light up a propeller danger zone light, and the ladder sensor 28 lights up the ladder down warning light, for example.

[0065] Alternatively, it is contemplated that a video screen 34 may be used as the video alarm. For instance, the kill switch 10 may communicate directly with a video screen 34 or touch screen 34 on a boat that is also used for navigation, audio information and control, etc., such as a commonly used touchscreen made by Simrad, for instance. In this embodiment, any alarm that is caused by any of the sensors 26, 28 may be communicated through the kill switch 10 to the video screen 34 on the captain's console 18 (or the sensors 26, 28 may communicate directly with the video screen 34), so that the specific warning appears to the captain onscreen. For example, the video screen 34 may display any of the following: Ladder Down, Front Gate Open, Rear Gate Open, Proximity Alert-Propeller Danger, or the like, as shown in FIG. 5.

[0066] Proximity sensors 26 are ubiquitous on automobiles today, and are used to alert drivers to potential road hazards (such as a stopped vehicle ahead) and for backing into tight spaces (in a garage or parallel parking spot, for instance). These types of proximity sensors 26 may be incorporated into the present system, preferably behind the boat 14 in the propeller 30 danger zone. When the proximity sensors 26 detect an object in close proximity to the propeller 30, then the proximity sensor 26 transmits a signal to the kill switch 10, which prevents the motor from running (or alternatively, allows the motor to idle, but prevents the propeller(s) from spinning). The proximity sensors 26 are also operatively connected to the video screen 34, either directly, or through the kill switch 10. Ultrasonic sensors may be used for this purpose, as well, and may be placed below the water line in order to detect submerged objects. It should be understood that proximity sensors 26 may be mounted around the hull of the boat 14 in any desired location, if desired, to detect objects anywhere in the general vicinity of the boat, including areas that are not necessarily in close proximity to the propeller(s) 30.

[0067] In another embodiment, a proximity sensor 26 may be positioned on or near the captain's console 18 for detecting when the captain is positioned at or near the helm of the boat 14. This console (or helm) proximity sensor 26 is also in operative communication with the kill switch 10 (either hard wired together or in wireless communication therebetween), and may be used instead of, or in conjunction with, the fob 12. The console proximity sensor 26 serves the same purpose as the lanyard, so that when the captain moves away from the console 18 (or is thrown from the boat in a man-overboard situation), the proximity sensor 26 detects that the captain is not at the helm or console 18, and is thus unable to control the boat 14, and communicates that information to the kill switch 10 in order to shut the motor 20 down, or otherwise prevent the propeller 30 from spinning while the helm is unattended. In one embodiment, in a situation where the boat is underway at a high rate of speed and the captain of the boat steps away from the helm, thereby triggering the kill switch, it is contemplated that the system may be programmed to perform a controlled deceleration prior to placing the motor into neutral gear (or shutting the motor down) in order to prevent potential injuries to people onboard, rather than simply shutting the motor down or entering neutral gear suddenly at high speed.

[0068] In one embodiment, the kill switch may be operatively connected (either hard-wired or wirelessly) to one or more proximity sensors in order to detect whether a person is in proper position at the helm to operate the boat. The proximity sensors may be placed on the helm or console itself, or may be positioned anywhere within the boat, so long as they can detect the presence of a person who is in proper position, either standing or sitting, to operate the boat or watercraft. Other types of sensors may be used to detect whether a person is in the proper position to operate the boat, including motion sensors, weight sensors in the captain's chair, weight sensors positioned on or in the floor adjacent the helm, weight sensors positioned on or within a floor mat, carpeting, or other floor covering that is positioned adjacent the helm. These sensors may be used individually, or in any desired combination within a larger sensor array system, in order to ensure that the motor can only engage or be operated so long as the sensors detect that a person is properly situated in a position to operate the watercraft.

[0069] For instance, in one embodiment, an operator detection system may employ a sensor array, including one or more proximity sensors, motion sensors, and/or weight sensors, or any other suitable type of sensor, each of which is designed to ensure proper position of the operator as a precondition for allowing the motor to be engaged so that the propellor spins. It is contemplated that the sensor array can be operatively connected to a computing device that can be programmed to determine whether a person is in the proper watercraft operating position, even if one of the sensors does not detect the presence of an operator, but the remaining sensors to. For example, if weight sensors are employed in the captain's chair and on the floor (including in a floor mat, carpet, etc.) where the captain would stand while operating the watercraft, in many cases, only one sensor will detect the presence of the operator-if the operator is standing up, then the weight sensors positioned on or in the floor or floor mat may indicate the presence of the operator, while the seat weight sensor may not. Conversely, if the captain is seated in the captain's chair, only the chair weight sensor will be activated, but not the floor weigh sensors. In either situation, the computing device may be programmed to recognize the proper positioning of the captain, so that the motor may still be engaged even though one of the sensors does not detect the presence of the boat captain or operator.

[0070] With respect to the sensor arrays that may be deployed on a watercraft to detect the presence of a person, whether at the helm, or in close proximity to the boat (and particularly a person near the propellor), many different types of sensors may be used. For example, inductive proximity sensors, optical proximity sensors, capacitive proximity sensors, magnetic proximity sensors and ultrasonic proximity sensors may be suitable for use with the present invention, along with any other suitable types of sensors. It should be noted that these sensors may be operatively connected to the kill switch, a video screen, and an audible alarm system either wirelessly or may be wired thereto with any appropriate wires, cords, fiber optic cables, or the like.

[0071] This particular embodiment, particularly with respect to proximity sensors positioned on the helm, may also be used for other vehicles, as well, including all-terrain vehicles (ATVs), personal watercraft 42, such as jet skis and the like, instead of a lanyard, so that if the driver of the personal watercraft 42 falls off and into the water while the watercraft 42 is underway, for instance, then the motor shuts off, or the vehicle or watercraft automatically shifts into neutral, when the proximity sensor does not detect the presence of an operator in the proper operating position. This arrangement serves the same purpose as the traditional lanyard/kill switch assembly, without the hassle of wearing the lanyard around the driver's wrist. As shown in FIG. 6, a personal watercraft 42 may include a proximity sensor 26 positioned on a console beneath the handlebar member 44. As in other embodiments, the console proximity sensor 26 is operatively connected to a kill switch 10, so that the personal watercraft 42 will only run if the proximity sensor 26 detects that an operator is in proper position to operate the personal watercraft 42. Similarly, FIG. 7 shows the proximity sensor 26 positioned on a central portion of the handlebar member 44. It should be understood that such a proximity sensor may be placed in any suitable position for this purpose, so long as it is capable of detecting whether or not an operator is properly positioned on the watercraft for operation thereof. Additionally or alternatively, weight sensors may be positioned on the personal watercraft seat, or in the area where the user places his or her feet while operating the personal watercraft. Other types of sensors may be similarly employed for these purposes, including motion sensors, pressure sensors or touch sensors on the hand grips, or any other suitable sensors for detecting the presence and position of the operator.

[0072] The ladder sensor 28 may take many forms. It may be as simple as a pressure switch or contact sensor mounted on the ladder as shown in FIG. 3, so that when the ladder 32 is folded and in the storage position, the contact sensor 28 communicates with the kill switch 10, which allows the boat motor 20 to run and the propeller 30 to rotate. When the ladder 32 is in the down position, and the contact sensor 28 is inactivated, then that information is communicated to the kill switch 10, causing the kill switch 10 to prevent the motor 20 from running and/or the propeller 30 from spinning. However, other types of sensors may be used, as well, including a water sensor for detecting when the sensor is submerged. In that embodiment, the water sensor is mounted on the portion of the ladder 32 that drops down into the water, and communicates to the kill switch 10 that the ladder 32 is in the down position due to the sensor being submerged, thereby preventing the propeller 30 from spinning so long as the water sensor is submerged. It should be understood that any suitable sensor may be used to detect the ladder 32 position, and those skilled in the art will recognize that various other types of sensors may be used, including laser sensors, motion sensors, or any other type of suitable sensors.

[0073] Similarly, gate sensors 28 may be employed on any or all doorways or gates 36, as shown in FIG. 2, particularly on pontoon boats and the like. Preferably, these sensors are contact sensors 28 that are in communication with the kill switch 10, so that when the gate 36 is closed, the contact sensor 28 on the gate 36 is in contact with the base 38 on the gate frame 40, the propeller 30 is allowed to spin. If the gate 36 is open, the propeller 30 does not spin.

[0074] It should be understood that the wireless communications between sensors 26, 28, the kill switch 10, and/or the alarm or video screen 34 may be of any suitable type, including radio frequency communications, Wi-Fi, Bluetooth communications, or any other type of suitable wireless communication. Additionally, as previously mentioned, the kill switch 10 may prevent the propeller 30 from spinning while any alert from the sensors 26, 28 is currently active, so that the motor 20 remains running at idle, or it may simply prevent the motor 20 from running at all. In a preferred embodiment, the system allows additional sensors to be added thereto, so that the kill switch 10 may communicate with sensors added over time, in plug-and-play style. The sensors 26, 28 may be hardwired to the kill switch 10 and powered by the boat battery, or they may be powered by batteries and communicate with the kill switch 10 via wireless communication means.

Camera Safety System and Features

[0075] Additionally, cameras 100 may be placed in strategic locations around the boat or watercraft, and may be connected to a screen at the helm, so that a boat captain may see any obstacles around the boat, and particularly behind the boat where swimmers may be in close proximity to the propellors. These cameras 100 may be operatively connected to the kill switch as well, and may include thermal imaging cameras that can tell via thermal imaging whether a person is behind the boat. The cameras 100, similarly to the sensor arrays, may be connected to the video screen at the helm wirelessly, or may be wired thereto. Rear facing cameras 100 may also be used to monitor skiers, wakeboarders, or people engaged in other similar activities behind the boat while the boat is underway, or is at rest in the water. The cameras 100 may also include mounts, similar to GoPro cameras, so that the mounts may be positioned anywhere on the boat, and multiple cameras may be employed to capture different angles, as desired.

[0076] In one embodiment, the rear-facing cameras 100 may automatically feed to the video monitor when the watercraft is placed into reverse gear, so that the boat captain or operator may view activity behind the boat by observing the screen at the helm, similarly to how many rear facing cameras 100 work on a late-model automobile or truck. Forward facing cameras 100 may be used, as well, and may include cameras 100 with night vision capabilities that are particularly useful at night.

[0077] In yet another embodiment, a series of cameras 100 may be placed about the exterior of the boat in any desired location and may be operatively connected to a screen on the helm of the boat, so that a boat captain may have a 360 degree view of the boat on the screen, which allows the boat captain to ensure that no people or obstacles are in the general proximity of the boat before engaging the motor(s), or while the boat is underway and in motion. In a preferred embodiment, the cameras 100 are placed on the bow, the stern, the port side and the starboard side of the boat, and may be pointed at a downward angle. This arrangement also may be used to show an elevated, downward looking representation of the boat and surrounding area (similar to the elevated view provided in newer automobiles and trucks, primarily for parking purposes). U.S. Pat. No. 10,392,009, which is hereby incorporated herein by reference, is directed to an automatic parking system that incorporates a series of cameras positioned about a vehicle, wherein images around the vehicle may be photographed at 360 in all directions with respect to the vehicle. These images are then converted into a top view, that is, a bird's eye view image, such as when viewing the vehicle from the top of the subject vehicle.

[0078] It is contemplated in this embodiment that the camera feeds may be viewed on the video screen individually, or as a split screen where all of the camera feeds may be viewed on the split screen, or wherein the camera feeds are combined into a virtual elevated view, so the screen shows a representation of the boat from above, while the camera feeds are combined into a single elevated, downward looking view from an elevated position above the boat, showing the boat as viewed from above, along with its immediate surroundings in real-time. This type of system is commonly used in modern automobiles and trucks, wherein the driver is able to determine where the vehicle is in relation to parking space lines, as well as where the vehicle is positioned in relation to other vehicles, curbs, or other obstacles. For boating purposes, the peripheral camera system allows a boat captain to keep track of people and other obstacles around the boat from the helm, and further allows a captain to maneuver the boat in tight spaces such as marinas and the like, in order to avoid bumping into other boats while attempting to pull the boat into a dock space at a crowded marina, for example. It should be understood that any number of cameras 100 may be used for this system, and may be placed in any desired locations around the hull or in other positions on the boat. It is further contemplated that the cameras 100 may be angularly or positionally adjustable in any desired direction, either manually, or by electronic means (such as small servo motors used for such angular adjustments, for example). The cameras 100 may be operatively connected to the video screen in any desired manner, either though direct wiring, or wirelessly using any suitable wireless communications technology as described herein, and as commonly known to those skilled in the art.

[0079] Optionally, each camera 100 may be equipped with a light, preferably a small LED light, that may be used to illuminate the area in which the camera 100 is directed for night time operations. In some embodiments, the camera system may be incorporated and into and controlled by a standard electronic control system having video screen, such as a touch screen, that is commonly used on boats for displaying functions such as GPS navigation screens, music controls, depth finders, bottom and side sonar scan displays, and the like. Such display screens and electronic control systems are commonly sold by companies such as Garmin and Hummingbird. The camera system may be incorporated into those systems, so that the screen may display the camera feeds in any desired manner, as described hereinabove, and so that the camera angles may be electronically adjusted and controlled from the touch screen. It is also contemplated that the cameras 100 may be further equipped with proximity sensors (or operatively connected to proximity sensors) or motion sensors, so that proximity warnings may be displayed on the video screen, and may further include an audible alarm, if an object is detected within close proximity to the sensor(s).

[0080] In one embodiment, a plurality of cameras 100 may be positioned on or within a rub rail about the periphery of a boat. It is also contemplated that a plurality of cameras 100 may be disposed about the periphery of a roof or top of a boat. However, it should be understood that cameras may be positioned in any desired location on the boat or any structure carried by the boat, such as the helm or a tuna tower structure, or the like.

[0081] Optionally, the camera system may also be operated and operatively connected to a smartphone, tablet or other computing device, and may be used for other purposes, such as a security system. When activated in security mode, the proximity sensor on the camera (or separate from the camera) may activate the camera and send a notification to a user, along with either a short video clip or a real-time video from the camera having the proximity sensor. Additionally, in one embodiment or mode, if one proximity sensor senses an object or person in close proximity while in security mode, the system may activate all of the cameras to capture any nefarious activity happening around the boat, and send an alert to an authorized user in real time. In this embodiment, the smartphone, tablet or other computing device may serve as a remote control for the camera system, so that a user may select to view feeds from any individual camera, multiple selected cameras, or all cameras, similarly to the video feed selection functions available on the video screen on the helm of the watercraft. It is contemplated that these remote computing devices may also be used to operate the camera lights, and to angularly adjust each of the cameras remotely, as desired, in some embodiments. Optionally, the camera lights may also include a photocell or light sensor, which actuates the lights only when ambient light is at a predetermined low level.

Anchor-Down Alarm and Safety System

[0082] Additionally, other safety features may be included in the present system, including an windlass anchor-down alarm, wherein various types of sensors 74 may be used to determine when an anchor 72 is in the deployed position, keeping the boat in position. Boaters have been known to mistakenly attempt to leave an area on the water without realizing that the anchor 72 is still down in the deployed position. That kind of mistake can cause damage to the boat, potentially break the anchor line 76 which results in a lost anchor, and further, can be a significant safety hazard to people onboard the boat, or in the general vicinity of the boat. The present system is capable of determining when the anchor 72 is deployed, and may be programmed to trigger an anchor-down alarm when the boat motor is started, or when the engine is put into gear. Optionally, the system may be programmed to prevent the motor from being placed into forward or reverse gear when the sensors detect that the anchor 72 is still lowered into a deployed position.

[0083] The windlass anchor-down alarm and safety system may employ various types of sensors 74 to determine when a windlass anchor 72 is in its retracted and stowed position while the boat is underway, as shown in FIGS. 12-18. For example, suitable sensors for this application may include through beam sensors 74c, magnetic proximity (induction) sensors 74a, reflective sensors and/or retroreflective sensors 74b. FIGS. 13-14 show an example of a boat having a windlass anchor-down alarm and safety system that employs an induction proximity sensor 74a, which employs an electromagnetic field to detect the non-ferrous metal of a stainless steel windlass anchor 72 that is stowed in the pocket. The induction proximity sensor 74a may be operatively connected to an electronic controller, such as a Digital Control Module 80. When the inductive proximity sensor 74a detects that the windlass anchor 72 is properly stowed in its retracted, non-deployed position, then no alarms are triggered. However, the Digital Control Module 80 detects that the boat motor is running, and the induction proximity sensor 74a detects that the stainless steel anchor 72 is not in its retracted position, but rather has been deployed, the Digital Control Module 80 may be programmed to trigger an alarm to alert the boat captain that the anchor 72 is currently deployed. Alternatively, the Digital Control Module 80 may be programmed to prevent the boat captain from shifting the throttle into forward or reverse gear (either instead of triggering the anchor-down alarm, or more preferably, along with triggering the anchor-down alarm). As with other types of alarms and notifications that are discussed herein, the anchor down alarm notification can take any suitable form, such as an audio alert, a notification on a touch screen, a notification sent to a remote control or mobile device such as a smart phone, or any other type of suitable alarm or notification method.

[0084] In an alternate embodiment, as shown in FIGS. 15-16, a retro-reflective sensor 74b is used to determine whether the windlass anchor 72 is in its retracted, stowed position, or is deployed for anchoring the boat. The retro-reflective sensor 74b projects beams of infrared light, which are blocked by the anchor 72 from the reflector on the opposed side of the locker wall when the anchor 72 is in its retracted, stowed position. When the beam is unblocked, and the other conditions are met as set forth above (motor is running, for example), then the anchor-down alarm is triggered and/or the throttle is prevented from shifting into gear.

[0085] Similarly, a through beam sensor 74c may be used for the same purpose, as shown in FIGS. 17-18. In this embodiment, a receiver is used to receive a beam of infrared light (instead of the reflector used in conjunction with the retro-reflective sensor described above), but the principle remains the same. When the receiver detects the infrared beam, that means the anchor 72 is deployed, and is not in position within the pocket as it would be when the anchor 72 is in its retracted, stowed position, so that the alarm is triggered when the beam is unblocked, and the other conditions are met as set forth above.

Automated Lighting System

[0086] The present invention includes, in a first embodiment, a safety lighting system for watercraft includes a programmable electronic controller 46 that is operatively connected to various lights on a vessel, as well as one or more light sensors 48 for determining ambient light levels. As used herein, the term navigation lights refers to the red light positioned on the port side of a boat or vessel, and the green light positioned on the starboard side of the vessel. The terms anchor light or stern light as used herein, refer to both 1) an all-around white light having 360 degrees of visibility that is typically positioned on or near the stern or rear portion of a boat or vessel (but in any case is positioned rearward of the navigation lights), and 2) a masthead light, which is a white light with a 225 degree arc of visibility, which is placed on the highest point of the boat or vessel.

[0087] Most boating laws throughout the world require that all boats display a white light visible from all directions whenever they are moored or anchored outside a designated mooring area between sunset and sunrise. When a boat is at anchor between sunset and sunrise, the navigation lights should be off. During these hours of darkness, however, both the anchor light and the navigation lights must be turned on and visible when the boat or vessel is underway.

[0088] In one embodiment, the navigation lights 50 and anchor light 60 are operatively connected to the electronic controller 46, as well as docking lights 52, interior lights 62, and instrument panel lighting, such as the lighting for gauges 54, instrument panels, video screens 20, GPS monitors, and the like, as shown in FIGS. 1-3. A schematic drawing of the system is shown in FIG. 4.

[0089] The electronic controller 46 is programmed to operate the various lights based on data input from the light sensor(s) 48, and specific lights may be operated in a different manner from the other lights, based on the functionality of each specific light or series of lights. For example, when the light sensors 48 detect ambient light levels below a predetermined level, it may switch on the navigation lights 50 (including the red light on the port side, the green light on the starboard side, and the anchor light 60). The navigation lights 50 are typically either in the off position or the on position, and it is generally not necessary (or recommended) to adjust brightness levels of the navigation lights 50, as they should always be illuminated as brightly as possible for safety purposes.

[0090] Control of the navigation lights 50 may take several different forms. For instance, in one embodiment, the system may be programmed to automatically switch the navigation lights 50 and anchor light 60 on when darkness falls. In another embodiment, the system may be programmed to simply activate an alarm to alert the boat captain that the navigation lights are not on when the light sensors detect low ambient light levels, and the captain may switch the navigation lights 50 (including the anchor light 60, which typically activates automatically when the navigation lights 50 are turned on) to the on position, thereby causing the alarm to deactivate. The alarm(s) may take any suitable or desired form, such as an audio alarm, a visual alarm such as a flashing light on the helm, a warning displayed on a video screen 34, a notification sent to a handheld wireless device, or any combination thereof. The alarm(s) may be operatively connected to, and controlled by, the electronic controller 46. The alarms may also be used to alert the boat captain that the navigation lights 50 and/or anchor light 60 (or any other lights controlled by the system) are not function properly (ie. when a light bulb has burned out, or a fuse has blown, for example). Additionally, the alarm(s) may be used to indicate that the docking lights 52 are on, where the alarm is triggered by 1) the docking lights 52 being switched on, and 2) the boat has reached a predetermined speed above idle speed.

[0091] For helm lighting, which includes all instrument gauges 54, video displays 20, backlights, GPS screens, touchscreens and the like, any or all of those components may be operatively connected to the electronic controller 46, so that the system may adjust those lights to appropriate levels, based on the ambient light data provided by the light sensors 48. In one embodiment, these lights may be programmed to dim on a sliding scale, so that they may appear bright in broad daylight, may dim slightly at dusk when ambient light levels are lower (but not completely dark yet), and may adjust further as ambient light levels drop to nighttime levels. It is contemplated that these adjustments may be programmed by a user, as some captains may need the helm lights to be a bit brighter than other captains at various ambient light levels.

[0092] Similarly, other interior lighting around the interior or exterior of the boat 14 (preferably excluding navigation lights) may be automatically dimmed, brightened, or adjusted by the system, based on the ambient light level data provided by the light sensors. These interior lights 62 may include lights around the cabin, adjacent to passenger seating, around cupholders, along aisles, adjacent doors, lights positioned on or within audio speakers, and the like.

[0093] In one embodiment, the interior lights 62 and/or the helm instrument lights may be programmed to adjust brightness levels based not only on ambient light levels, but also based on whether the boat 14 is underway, or is stopped or drifting but not under power. For example, the interior lighting and or helm lighting might be programmed to brighten to a predetermined level at night when the boat 14 is at rest or drifting with the motor 20 disengaged, and may be further programmed to dim when the boat 14 reaches a predetermined speed (based on data from the GPS system, the speedometer, the RPM gauges, or some combination of these components), or alternatively, when the throttle of the boat is moved into forward or reverse gear. It is contemplated that the system may be pre-programmed by the factory or manufacturer to certain default settings, and may further be programmable by the user to adjust to a user's preferred functionality (including brightness levels under certain conditions, and whether certain lights are in the on or off position under various conditions). For example, some boat captains prefer to completely turn off interior lighting while running at night, operating only the navigation lights and the helm instrument lights. Other boat captains may desire to have the interior lighting become bright when the boat 14 is at rest, and then to dim when the boat 14 is underway or reaches a predetermined speed.

[0094] In an embodiment where some aspects of the safety lighting system are user programmable, a control panel, touch screen, or the like may be operatively connected to the electronic controller to provide a user interface for programming the system according to the user's preferences. Alternatively, the boat lighting system interface may be displayed on a video monitor or touch screen that is already installed on the vessel for other purposes, such as commonly used Simrad or Garmin screens that are routinely used in modern vessels for displaying various types of data, such as GPS map screens, instrument gauges, speedometers, RPMs, and the like.

[0095] In one embodiment, an automated navigation light system may include a photoresistor 84, relay module and Digital Switching Module (DSM) logic with a safety/manual override control connected to a hardtop switch panel. The DSM may be connected to various sensors to provide gauge information, such as speed, motor RPMs (revolutions per minute), a clock, GPS system (which provides location, speed and heading information), throttle controls, and/or the photoresister, so that the navigation lights may be triggered by any number of digital inputs. For example, the automated lighting system may be automatically switched on based on the time provided by the clock, or based on the ambient light level information provided by the photoresistor 84.

[0096] Alternatively, a combination of digital inputs may cause the anchor light 60, and separately, the navigation lights to switch on. For example, input from the photoresistor 84 to indicate the ambient light level in combination with the digital signal for RPMs may trigger the navigation lights to illuminate when the RPM level is above 850 RPM. In this embodiment, it is contemplated that the photoresistor 84 ambient light level input may, in combination with the digital RPM feed may automatically trigger the anchor light 60 to switch on at or after dusk is detected, which ensures that the anchor light 60 is lit when the motor is running at idle at or after dusk (to maintain battery charge). Then, when the DSM detects an RPM level of 850 is detected (or detects that the throttle control has been engaged in the drive position), the navigation lights are automatically illuminated, as the system senses that the boat is underway.

[0097] Alternatively, the navigation lights may be automatically activated based on ambient light conditions from the photoresistor 84, in combination with the speed data (provided to the speedometer, or provided by the GPS system) when the boat is underway. In this way, it is possible to use various combinations of sensor data to determine when to automatically illuminate the anchor light 60 and/or the navigation lights in appropriate circumstances, and additional sensor information may provide redundancies (for example, where speed information is provided from both GPS and other sources). It is contemplated that the photoresistor 84 may be adjustable, so that a user may adjust the sensitivity of the photoresistor 84, so that the predetermined light levels that activate and/or deactivate the lights may be adjusted. In this way, a user or boat captain can adjust the photoresistor 84 to trigger the automated lighting system to activate at higher or lower levels of ambient light, as desired.

[0098] In one embodiment as shown in FIGS. 19-20, the automated navigation light system may be operated via photoresistor 84, relay module and Digital Switching Module (DSM) electronic controller, which may further include a safety/manual override control via hardtop switch panel as currently used for most lighting controls. In one example, when the photoresistor 84 senses dusk, the N/O relay module circuit closes sending a constant 12V signal to DSM input. Input from DSM triggers navigation lights circuit ON and illuminates push button LED, turns Compass Light circuit ON. Logic reference senses that the navigation light circuit is ON (via module input) so a press of the Nav/Anchor Light push button 86 then switches to Anchor Light mode when desired, as shown in FIG. 20.

[0099] In another embodiment, the electronic controller (such as a DSM 80) may also be operatively connected to the ignition key or button on a watercraft 22, or to the kill switch, and may be programmed to prevent the motor 20 from starting if the light sensor detects low ambient light levels while the navigation lights 50 are switched to the off position. In other words, if the navigation lights 50 are not switched on after dark, the motor 20 will not start. Alternatively, the system may be programmed so that the motor 20 will start, but the propellor will not engage until the navigation lights 50 are switched on. In these embodiments, it is contemplated that an alarm (as described above) may be activated to notify the boat captain that the navigation lights 50 are not switched on, so that the captain understands that the boat 14 is operating properly, and that the problem is that the navigation lights 50 are off. Once the navigation lights 50 are switched to the on position during low-light conditions, the motor 20 starts and the boat 14 may shift into gear for normal nighttime operations.

[0100] Alternatively, the DSM 80 may be programmed to switch to anchor light mode when the engine is operating at a predetermined RPM (for example at 0-850 RPM), or when the DSM senses that the motor throttle position is in neutral gear, or when the DSM receives an indication from the anchor sensors 74 when they detect that boat is anchored. Once the photoresistor 84 senses a minimum predetermined ambient light level (such as at dawn), the relay module automatically opens, thus switching off voltage to the DSM input and Nav/Anchor, LED and Compass Light automatically turns OFF.

Carbon Monoxide Detector System

[0101] Optionally, the system may include a carbon monoxide detector 56 that is preferably positioned in the stern section of the boat 14 or any place where exhaust fumes may be emitted. In use the carbon monoxide detector 56 monitors the air for carbon monoxide, and triggers an alarm when the carbon monoxide levels reach a predetermined concentration. The carbon monoxide detector 56 may be connected to a speaker or through the stereo system to emit an audio alarm, and/or may be operatively connected to the programmable electronic controller 46, which can be programmed to make the interior lights 62, or any other lights, flash or pulse, in order to provide a visual warning or distress signal. Additionally, the programmable electronic controller 46 may also be programmed to display warning language or some other visual alarm on a video screen or monitor 34 at the helm 58, when the carbon monoxide alarm is triggered. Alternatively, the carbon monoxide detector 56 may be operatively connected to a kill switch 10 on the boat 14, so that when excessive levels of carbon monoxide are detected, the kill switch 10 shuts down the motor(s) 20 of the boat 14 in order to prevent additional noxious gases from being generated by the motor(s) 20.

Automated Windshield Wiper Safety System

[0102] Some boats include a windshield and windshield wipers for use during stormy weather, or for use in rough seas when the windshield receives sea spray while underway. In one embodiment, an automated windshield wiper safety system may be employed to automatically activate the windshield wipers by using an optical rain sensor that is operatively connected either to an electronic controller, which is operatively connected to a windshield wiper motor. One example of a suitable optical rain sensor is the HYDREON RG-11 Optical Rain Sensor, which is commercially available. Other types of optical rain sensors may be employed, such as the rain sensor described in U.S. Pat. No. 8,441,221, which is hereby incorporated by reference herein, in its entirety.

[0103] An optical rain sensor emits infrared beams of light that reflects/refracts off liquid such as rain. Once reflected or refracted infrared beams of light occur, the optical rain sensor receivers detect an imbalance in infrared beam emitted which triggers the following electrical sequence: The optical rain sensor closes a normally open relay circuit that sends an input (it's raining) to a digital control module (or any other type of electronic controller). The digital control module receives the input and energizes the circuit for the wiper motor. The wiper motor turns on and the captain has effortlessly increased his visibility and safety while focusing on the main task, manning the vessel. The optical rain sensors and digital control modules can be configured for variable speed motors that include low, medium and high-speed controls.

[0104] In one embodiment, the automated windshield wiper safety system includes an optical rain sensor that is operatively connected to a digital control module, and when the optical rain sensor detects rain, the digital control module activates the windshield wipers, as well as the navigation lights and anchor light.

Remote Control

[0105] It is also contemplated that all of the systems and features described herein may be operated and operatively connected, either wirelessly or via a cord or docking station, to a remote control, which may take any suitable form, such as a dedicated remote control, or a hand-held mobile device, such as a smart phone or iPad. These mobile devices may include software, commonly referred to as an app, that may be used to operate the various safety and control systems remotely, and to receive alerts or notifications generated by any of the systems described herein. Essentially, the system may be operated and programmed remotely by the handheld device, preferably via a wireless connection, such as BlueTooth, WiFi, or any other suitable wireless communications method.

[0106] In some embodiments, the remote control is programmed to receive and display alerts and notifications that are generated by the boat safety system. As an example, the remote control may alert a user that the navigation lights are not activated after dark, as they should be. Additionally, the remote control, particularly in the form of a smart phone, tablet or the like, may include an app that includes the status of all systems and features described herein, and may be used to control these systems and features remotely, as well as receiving warnings, alerts, notifications and even the present location of the boat. As a security feature, the remote control may also send a notification when the boat motor starts, when the lights are activated, or if the battery is running low in the boat.

[0107] Although the present invention has been described in considerable detail with reference to certain preferred versions thereof, other versions are possible. Therefore, the spirit and scope of the appended claims should not be limited to the description of the preferred versions contained herein. All features disclosed in this specification may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Thus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.