U.S. patent application number 09/862175 was filed with the patent office on 2002-01-10 for displacement hull amphibious vehicle using a front wheel drive system.
Invention is credited to Beauchesne, Daniel, Besner, Jean.
Application Number | 20020002939 09/862175 |
Document ID | / |
Family ID | 4166212 |
Filed Date | 2002-01-10 |
United States Patent
Application |
20020002939 |
Kind Code |
A1 |
Beauchesne, Daniel ; et
al. |
January 10, 2002 |
Displacement hull amphibious vehicle using a front wheel drive
system
Abstract
The present invention provides an amphibious vehicle with
improved vehicle movement means. Specifically, the invention
provides an amphibious vehicle comprising a vehicle body which
functions as a displacement hull during marine use, land motive
means for providing land motive force which incorporates a front
wheel drive system, marine motive means for providing marine motive
force, an engine positioned within the vehicle and operatively
connected to provide power to both said land motive means and said
marine motive means, and a single power train for transmitting
torque generated by said engine, wherein manual switching means is
provided for selectively directing said torque to said land motive
means and said marine motive means.
Inventors: |
Beauchesne, Daniel;
(St-Isidore, CA) ; Besner, Jean; (St-Isidore,
CA) |
Correspondence
Address: |
Gerald T. Shekleton, Esq.
Welsh & Katz, Ltd.
22nd Floor
120 S. Riverside Plaza
Chicago
IL
60606
US
|
Family ID: |
4166212 |
Appl. No.: |
09/862175 |
Filed: |
May 21, 2001 |
Current U.S.
Class: |
114/382 |
Current CPC
Class: |
B60F 3/0007 20130101;
B60F 3/003 20130101 |
Class at
Publication: |
114/382 |
International
Class: |
B63B 038/00 |
Foreign Application Data
Date |
Code |
Application Number |
May 19, 2000 |
CA |
2,309,068 |
Claims
We claim:
1. An amphibious vehicle comprising: a) a vehicle body, wherein
said vehicle body functions as a displacement hull during marine
use; b) land motive means for providing land motive force, wherein
said land motive means incorporates a front wheel drive system; c)
marine motive means for providing marine motive force; d) an engine
positioned within the vehicle and operatively connected to provide
power to both said land motive means and said marine motive means;
and e) a single power train, wherein said power train transmits
torque generated by said engine, and wherein manual switching means
is provided for selectively directing said torque to said land
motive means and said marine motive means.
2. The amphibious vehicle as in claim 1, wherein said power train
comprises: a) a transmission which is operatively attached to the
engine and an output shaft operatively attached to a primary drive
shaft; b) a transfer case operatively attached to said primary
drive shaft, having two output shafts, wherein one output shaft is
operatively attached to said marine motive means; and c) a front
drive steer axle operatively attached to one of said output
shafts.
3. The amphibious vehicle as in claim 1, wherein said vehicle body
is selected from the group comprising: a bus, a sports utility
vehicle, a limousine, a recreational vehicle, a car and a truck
wherein said vehicle body has been adapted for marine use.
4. The amphibious as in claim 3, wherein said vehicle body has been
elongated.
Description
FIELD OF THE INVENTION
[0001] The present invention relates to a vehicle, more
particularly, to an amphibious vehicle wherein the vehicle may
operate on dry land and in the water.
BACKGROUND
[0002] There are two basic aspects to an amphibious vehicle; a
vehicle body which is amenable to both land and water, wherein
typically a displacement hull or a planing hull in used; and a
means of moving the vehicle body on land as well as through water,
wherein such means comprises propulsion means and steering means,
in addition to special features that enable the movement means such
that they will be able to function on land where weight of the
vehicle is a challenge, in addition to within water where the
land-based propulsion means can be affected by the aqueous
environment. Amphibious vehicles that have been developed over the
years tend to focus on optimizing one of these basic aspects, for
example, by making the body more hydrodynamic or bouyant in the
water or changing the orientation of the wheels to the body, or
improving the propulsion system when the vehicle is in the
water.
[0003] For example, U.S. Pat. No. 5,687,669 describes an amphibious
vehicle having a pontoon assembly including a pair of pontoons and
a set of wheels operably attached to the pontoons which are
pivotally coupled to a vehicle frame structure such that the
pontoons are positionable between a raised position whereby the
wheels are deployed for providing land travel and a lowered
position whereby the pontoons are deployed for providing marine
travel. The amphibious vehicle further includes an engine, a jet
propulsion unit and a drive train for selectively transmitting
torque generated by the engine to the wheels for propelling the
amphibious vehicle during land use and to the jet drive for
propelling the amphibious vehicle during marine use. This vehicle
has a plurality of pivotal members and a complex method of
transmitting torque to the appropriate propulsion system (land or
marine) due to the rotation of the pontoons to which these
propulsion systems are attached.
[0004] U.S. Pat. No. 5,632,221 discloses an amphibious vehicle
which includes a conventional hull, modified to mount a single
steerable front wheel and two hydraulically driven rear wheels,
wherein the wheels are retractable between elevated positions above
the hull waterline and lowered positions located below the
hull.
[0005] U.S. Pat. No. 5,590,617 discloses an amphibious vehicle
wherein the vehicle has retractable wheels and a single engine
which powers both the land and marine propulsion systems.
Furthermore, there are two distinct sets of operation parameters
providing the functionality of this vehicle, with one set of
parameters being directed to land use and the other set of
parameters being directed to marine use. The transition process
between land use and marine use also follows a particular set of
parameters in order to determine the activation of the appropriate
propulsion system and the extension or retraction of the wheels.
This transition process is controlled by both the driver, by an
operable switch and a plurality of sensors detecting pressures and
water presence. The appropriate propulsion system will be activated
and the wheels will be deployed or retracted depending on the above
mentioned parameter. This particular amphibious vehicle is designed
incorporating a planing hull and therefore the weight of the
components of the vehicle, for example the engine and power train,
is situated towards the rear of the vehicle, enabling the majority
of the hull to travel over the surface of the water. Furthermore,
with the power train and engine being situated in close proximity
to the rear of the vehicle, there is limited space to install the
components required to operate the vehicle drive systems. Thus the
drive shafts, which operate the land propulsion system and the
marine propulsion system, are required to be installed at steep
angles. Due to the steep angle of operation of these drive shafts,
the duration of operation of this vehicle will be limited. This
amphibious device, while operable, is quite complex and thus
difficult to construct and repair in addition to having a limited
duration for operation. Thus there remains a need for an amphibious
vehicle that is functionally simple and effective for both land and
marine travel.
[0006] Other amphibious vehicles in the prior art have numerous
controls to account for the transition between land travel and
water travel, such as a pulling rod to actuate a clutch or engaging
device. One difficulty encountered during the transition is that
timely and precise manipulation of these controls is required of
skilled and experienced operators. Additionally, the number and
mechanical complexity of such controls is daunting. There remains a
requirement for a mechanically simple system which is relatively
easy to operate and that allows a smoother transition from water to
land and vice versa.
[0007] Still other prior art discloses an amphibious vehicle that
is adapted from a standard rear wheel drive school bus chassis.
This modified vehicle's propulsion system suffers from the
mechanical complexity of controls that distinguish land and water
operation. In such a vehicle, for example, there is a foot pedal
used for land mode propulsion and a hand thruster for water mode
propulsion. As well, two separate steering gear systems are used
for each travel mode, a steering wheel that controls the front
wheels and a separate rudder control to guide the vehicle in water.
The two operation modes are additionally characterised by separate
shafts, one to drive the rear double axle connected to the wheels
and the other to drive the propeller using hydraulics. Similar to
the original school bus design, the engine in the prior art
modified vehicle is located ahead of the driver area thus occupying
valuable space that could otherwise have been used for the
transportation of additional passengers.
[0008] There remains therefore, a need for an efficient amphibious
vehicle that is mechanically simple in terms of its propulsion and
steering systems while maintaining good stability on the water and
optimising passenger or cargo space.
[0009] This background information is provided for the purpose of
making known information believed by the applicant to be of
possible relevance to the present invention. No admission is
necessarily intended, nor should be construed, that any of the
preceding information constitutes prior art against the present
invention.
SUMMARY OF THE INVENTION
[0010] An object of the present invention is to provide a
displacement hull amphibious vehicle using a front wheel drive
system. In accordance with an aspect of the present invention,
there is provided an amphibious vehicle comprising: a vehicle body,
wherein said vehicle body functions as a displacement hull during
marine use; land motive means for providing land motive force,
wherein said land motive means incorporates a front wheel drive
system; marine motive means for providing marine motive force; an
engine positioned within the vehicle and operatively connected to
provide power to both said land motive means and said marine motive
means; and a single power train, wherein said power train transmits
torque generated by said engine, and wherein manual switching means
is provided for selectively directing said torque to said land
motive means and said marine motive means.
BRIEF DESCRIPTION OF THE FIGURES
[0011] FIG. 1 provides a partial side elevation view of one
embodiment of the present invention.
[0012] FIG. 2A provides a partial top view of the present
invention, with the upper half of the figure providing an above
deck view and the lower half of the figure providing a below deck
view, as indicated.
[0013] FIG. 2B provides a cross-sectional view along axis A-A, as
indicated in FIG. 2A.
[0014] FIG. 2C provides a cross-sectional view along axis B-B, as
indicated in FIG. 2A.
[0015] FIG. 3 provides a cross-sectional view of the midship in
FIG. 2A, as would be seen from the stern of the vehicle.
[0016] FIG. 4 provides a cross-sectional view of a typical buoyancy
tank according to one embodiment of the present invention.
[0017] FIG. 5 provides a schematic of the primary components of the
propulsion system according to one embodiment of the present
invention.
[0018] FIG. 6 provides a schematic of the primary components of the
steering system according to one embodiment of the present
invention.
DETAILED DESCRIPTION OF THE INVENTION
[0019] Definitions
[0020] The term "motive means" is used to define the means by which
a vehicle is provided propulsion, for example, land motive means
provides a means for the vehicle to move on land.
[0021] The term "land drive unit" is used to define a land
propulsion system, for example a front drive steer axle, a rear
drive axle or a track drive system.
[0022] The term "marine drive unit" is used to define a marine
propulsion system, for example a propeller, jet pump, or any other
device, which provides propulsion in a marine environment.
[0023] The term "switching means" is used to define a means for
engaging and disengaging the operation of a motive means, for
example a compressed air line, hydraulic fluid line or an
electrical means, as would be known to a worker skilled in the
art.
[0024] The term "steering means" is used to define devices
operatively connected whose function is to guide the vehicle in the
water or on land.
[0025] The term "marine steering means" is used to define a system,
which enables the adjustment of the direction of the movement of
the vehicle during marine operation, for example a rudder or a
device for directing thrust generated in water by the marine drive
unit.
[0026] The term "land steering means" is used to define a system,
which enables the adjustment of the direction of the movement of
the vehicle during land operation, for example a steer axle.
[0027] Unless defined otherwise, all technical and scientific terms
used herein have the same meaning as commonly understood by one of
ordinary skill in the art to which this invention belongs.
[0028] In order that the present invention may more readily be
understood, the following description is given, merely by way of
example with reference to the accompanying figures. One embodiment
of the present invention is illustrated in FIGS. 1 and 2A. The
framing structure of the body of the amphibious vehicle is made of
a sufficiently stiff and strong material, for example steel,
stainless steel, carbon fibre or aluminium, such that said framing
is able to resist the forces generated during use of the vehicle on
both land and water. The framing structure is covered by a material
appropriate for use in a marine environment, for example steel,
aluminium, stainless steel, carbon fibre or fibreglass, enabling
the sealing of the framing structure to withstand or resist the
penetration of water. The framing structure is further attached to
a hull forming the body for the present invention.
[0029] In one embodiment of the present invention, at least one
front axle and one rear axle are required, with each axle
supporting at least one pair of wheels, thus providing a means for
said vehicle to travel over land. However, an amphibious vehicle
constructed in accordance with the present invention can have
multiple front and/or rear axles and multiple sets of wheels can be
attached to any one axle. For example, FIG. 2C depicts a front
single axle with two wheels and FIG. 2B depicts a rear single axle
with 4 wheels. The corresponding tires would need to be of
sufficient size to carry the vehicle's load and meet community
standards.
[0030] Hydrodynamic Shape
[0031] An efficient hydrodynamic shape of a hull improves both the
efficiency of the propulsion system and the stability of the
vehicle in the water. The stability of the vehicle in the water is
crucial to the safety of the vehicle by preventing capsizing of
said vehicle and is critical to the comfort of the passengers by
reducing the pitching and rolling of the vehicle in the water.
Furthermore, by limiting and streamlining the components on the
exterior of the hull, the resulting drag on the vehicle is reduced
thus improving the efficiency of the propulsion system.
[0032] In one embodiment of the present invention the hull is
designed as a displacement hull and thus the hull of the vehicle
will remain in the water during marine operation. Furthermore, the
weight of the vehicle, for example the engine and the power train,
is evenly distributed along the length of a vehicle, maintaining
longitudinal balance of the vehicle, which is advantageous for the
operation of a vehicle employing a displacement hull.
[0033] The cross-sectional design of the hull in one embodiment of
the present invention is in the form of a "claw" as illustrated in
FIG. 3. There are three regions in the cross-sectional profile of
the "claw" shape, namely two side regions and one middle region,
wherein the two side regions extend below the middle region forming
an inverted channel between the side regions. This shape provides a
means for improving the stability of the vehicle in the water
compared with typical "U" or "V" shaped hull designs. In addition
to the increased stability, the shape of the lower outer body and
floor minimises the vehicle's overall drag in the water.
[0034] In one embodiment of the present invention and with
reference to FIGS. 3 and 4, the side regions of the hull are sealed
chambers, which can provide buoyancy to the vehicle during marine
operation. These chambers can be filled with, for example, air,
foam or any other material that has a density, which is lower than
that of water, thus providing buoyancy to the vehicle. In one
embodiment, these chambers are filled with air and a means is
provided for draining any water, which may have penetrated the
chamber during operation of the vehicle.
[0035] Optionally, ballast can be incorporated into the side
regions providing a means for regulating the buoyancy of the
vehicle and thus increasing the stability of the vehicle in the
water. Placing the ballast within the side extremities of the
cross-section of the hull provides an increase in the resistance to
rocking of the vehicle compared with ballast positioned closer to
the longitudinal centreline of the vehicle.
[0036] In order to streamline the profile of the hull of the
vehicle, minimal components are exterior to the hull providing a
means for reducing drag on the movement of the vehicle in the
water. In one embodiment of the present invention, a single power
train is exterior to the hull and provides a means for providing
power to both the marine drive unit for water travel and the drive
wheels for land travel. Furthermore, the number of additional
structures, for example hydraulic fluid lines and compressed air
lines, which can reduce the laminar flow of water to the marine
drive unit, is minimised, or if required such structures are
positioned in a manner that has a negligible or no adverse
affect.
[0037] Furthermore, the partial protrusion of the wheels from
outside the cross-section of the vehicle according to the present,
results in a negligible contribution to overall drag of the
vehicle, in part due to the increased water flow to the marine
drive unit as directed by the lower outer body and floor. The
advantage of a reduction in drag results in increased speed and
reduced fuel costs for the vehicle during marine operation, in
addition to other advantages.
[0038] As previously mentioned, the design of the hull in one
embodiment is termed a "claw" shape with enclosed chambers as
illustrated in FIGS. 3 and 4. Unlike flat bottom boats or vessels
with keels, the shape of this embodiment's hull is characterised by
a space along the centreline, in the form of an inverted channel.
The inverted channel of the "claw" shape is wide enough and deep
enough to permit adequate flow of water underneath the vehicle such
that a sufficient amount of water reaches the marine drive unit,
resulting in improved efficiency of the propulsion system. The open
space in this embodiment, which allows sufficient water flow, is
additionally not impeded by mechanical clutter, as there is a
minimum amount of equipment in the space such as a single power
train. This inverted channel along the length of the vehicle
functions like an open bottom ballast tank and thus improves the
stability of the vehicle during marine operation. The shape of the
hull in this embodiment of the invention also contributes to the
efficient operation of the vehicle, in addition to its
stabilisation characteristics, as previously described.
[0039] Upon entry of the vehicle into the water and floatation of
the vehicle being established, the wheels required for land
movement, will translate vertically downward with respect to the
hull. This results from the reduction of the vertical force being
applied to these wheels, since the weight of the vehicle is being
supported by the hull during marine operation. The vertical
translation of the wheels will result in the lowering of the centre
of gravity of the vehicle thus improving the stability of the
vehicle during marine operation.
[0040] When designing an amphibious vehicle, a worker skilled in
the art would consider hull shape parameters such as length, beam
draft, prismatic coefficient, longitudinal centre of buoyancy and
midship coefficient. These variables are interrelated and may
change simultaneously when any one variable is changed. Another
consequence of increased propulsion efficiency is a decrease in
fuel consumption.
[0041] Efficient Mechanics
[0042] For purposes of illustration, the propulsion system and
steering mechanism of the present invention have been separated. It
is to be understood, however, that one embodiment of this invention
combines the propulsion and steering functions in one system using
means such as a thruster or other marine drive unit.
[0043] Propulsion
[0044] In one embodiment of the present invention, a front engine,
front wheel drive vehicle, transmission and single power train
provide an advantage to the amphibious vehicle. For example, front
wheel drive power can provide a means for the vehicle to exit the
water in a forward motion, for example on an inclined boat ramp.
Furthermore, in an amphibious vehicle, which has an extended
chassis, as the front wheels contact the exit ramp, the back or
stem of the vehicle may still be afloat. In such a scenario, where
the rear wheels may not be in contact with the exit ramp, a front
wheel drive system would be advantageous for providing a means for
the vehicle to exit the water.
[0045] With reference to FIG. 5, the propulsion system of one
embodiment of the present invention is described. The direction of
the arrows around the drive shafts 50, 90 and 110 are indicated for
illustration purposes only. The torque generated by the engine 10
enters a clutch or torque converter 20, which controls the engaging
and disengaging of the transmission 30. Typical transmissions are
known to those skilled in the art such that they are used to
increase or decrease the torque from the engine by varying gear
ratios. The torque output from the transmission 30 is transferred
by the primary drive shaft 50 which protrudes aft through an
impermeable barrier 40. The primary drive shaft 50 runs along the
chassis to a transfer case 60, which transfers the input from the
primary drive shaft 50 into two outputs. One of said outputs is
directed along the marine drive shaft 90 and the other is directed
along the land drive shaft 100. The marine drive shaft 90 is
connected to a marine drive unit 80, which provides a means for
generating propulsion in water, for example a propeller or a jet
pump. The land drive shaft 100 transmits the output from the
transfer case 60 to the front drive steer axle 110, which provides
a means for generating propulsion and a means for steering the
vehicle on land.
[0046] The above mentioned impermeable barrier is of sufficient
strength and thickness, for example, steel, aluminium, carbon fibre
plate or rubber, such that entry of water and other substances into
the engine compartment is minimalized. Furthermore, adequate
sealing means is provided at the junction where the primary drive
shaft protrudes through the impermeable barrier to minimalize the
amount of water, etc, that enters. Appropriate sealing means would
be known to those skilled in the art. Aft of the barrier, the
primary drive shaft and other components are exposed to the
elements and water.
[0047] In a preferred embodiment of the present invention, the
impermeable barrier is made of a flexible material, for example a
strong form of rubber, providing a means for reducing vibration
within the vehicle during operation. The rotation of the primary
drive shaft which penetrates the impermeable barrier can create a
vibration within the impermeable barrier, due to its rotation with
respect to the fixed impermeable barrier. A barrier constructed of
a flexible material can dissipate or absorb a portion or all of
this generated vibration, thus reducing or eliminating the
amplitude of vibration transmitted though the vehicle, which
otherwise would adversely affect the comfort of the passengers. As
the stiffness of the material used to construct the impermeable
barrier increases, however, said barrier absorbs less vibration,
which results in the unwanted transmission of vibration throughout
the vehicle.
[0048] An advantage of the present invention is provided by the
fact that one engine supplies the torque to operate both the land
motive means and the marine motive means, providing ease of
operation of each of said means. The operator can activate one gas
pedal, for example, to provide an increase in power to the marine
drive unit or the front drive steel axle.
[0049] In one embodiment of the present invention switching means
can be installed providing a means for the operator to optionally
select the preferred motive means. For example separate switching
means can be provided for the land drive unit and the marine drive
unit. These separate switching means provide a means for engaging
and disengaging both the land drive unit and the marine drive unit
independently. The independent switching means provided for both
the land motive means and the marine motive means enables the
smooth transition of the vehicle from marine to land operation. For
example, activation of the land motive means, prior to contact of
said land motive means with a marine exit ramp, will provide a
seamless transition between marine operation and land operation.
Furthermore, by incorporating an operator activated switch for each
of the motive means, there is a reduction in the inherent
complexity of the system, reducing the possibility of error. For
example, an automated system for the activation of each motive
means, can be prone to increased errors, not only due to the
complexity of the system but also due to an unanticipated series of
events causing a malfunction.
[0050] In one embodiment of the present invention there is an
operator activated switching means providing a means for the
activation of a differential locking mechanism operatively
connected to the land motive means. As would be known to a worker
skilled in the art, a differential locking mechanism provides a
means for improving traction of the land motive means by ensuring
the compatibility of the rotation of the drive wheels.
[0051] Furthermore by using a single primary drive shaft to operate
both the marine motive means and the land motive means, there is a
streamlining of the components exterior to the hull of the vehicle,
thus enabling the improvement of the efficiency of the marine drive
unit in addition to ease of construction and maintenance.
[0052] In a further embodiment of the present invention, the
vehicle may include bow or stem thrusters, commonly known in the
art, as a supplemental means of propulsion and to aid in the
manoeuvrability of the vehicle in the water. A bow thruster can be
positioned ahead of the midpoint of the vehicle so as not to hinder
the above described propulsion system and a stem thruster can be
positioned aft of the midpoint of the vehicle. Such thrusters can
provide a means for augmenting the propulsion of the vehicle in the
water, however they are typically used for the lateral adjustment
of the vehicle's water movement. For example, these thrusters can
be useful for squaring the longitudinal axis of the vehicle with
the exit ramp counteracting the effect of a cross-wind or current
which may be present.
[0053] Steering Mechanism
[0054] The steering mechanism for land and water use in one
embodiment of the present invention is illustrated in FIG. 6. Both
land and water steering can be mated to provide a relatively simple
steering system which requires minimal operator handling or
experience.
[0055] Primary land steering of the present invention employs a
configuration which is known in the art. Land steering is effected
with the primary steering system, which in one embodiment comprises
steering means 220, such as a steering wheel, operatively connected
to a pitman arm and rack and pinion device 230 via a steering arm
225. The engine 10 provides sufficient power to a steering pump 200
which in turn is operatively connected to a steering box 210. The
steering box is also operatively connected to said pitman arm and
rack and pinion device 230, which is operatively connected to the
front drive steer axle 110 through the impermeable barrier 40 via
the front drive steer steering arm 245. As the steering means 220
turns, the rotary motion is translated through the steering
mechanism to ultimately direct the front wheels, which causes the
vehicle to change direction. In one embodiment, the rotary motion
is translated with assistance provided by said engine 10.
[0056] Primary marine steering can use marine steering means 260
which in one embodiment, may be operatively connected to a flexible
assembly steering cable, such as a Teleflex.TM. steering cable
enclosed in a protective conduit, to permit mechanical remote
control of the vehicle in the water. The marine steering means 260,
can be activated with one or more mechanical cables similar to the
steering cable assembly used in many small water craft which employ
a steering wheel or other steering lever system. In one embodiment
of the present invention, the cable 240 is attached to the end of
the pitman arm and rack and pinion device 230, which is also used
for land steering, as described above. When the pitman arm and rack
and pinion device 230 moves as a result of the rotary motion of the
steering means 220, the cable 240 is pushed or pulled accordingly.
The cable 240 may be installed along the chassis of the vehicle and
attach to the marine steering means 260 in order to transmit a
push, pull or rotary motion, thus providing a means for
manipulating the steering means, causing the vehicle to change
direction.
[0057] On land and in water therefore, when the steering means 220
in the primary steering mechanism is turned, both the front drive
steer axle 110 which is operatively connected to the front wheels
(for land use) and the marine steering means 260 (for marine use)
adjust accordingly. During the vehicle's operation, the movement of
the marine steering means 260 does not adversely affect land use
and front wheel movement has negligible or no adverse affect during
marine use.
[0058] An emergency or secondary marine steering mechanism 250,
known in the related marine art, can also form one embodiment of
the present invention as a backup to a failed primary steering
system in the water. Such a secondary marine steering mechanism 250
may be located aft of the vehicle, proximate to the marine steering
means 260 and is preferably operated manually. For example, a
cotter pin can be removed to disable primary marine steering by
disconnecting the cable 240 from the marine steering means 260.
Once primary marine steering is bypassed, a secondary marine
steering mechanism 250 can then control the vehicle's direction in
the water by employing a device such as a second steering wheel or
bar operatively connected to said marine steering means 260.
[0059] Cooling
[0060] The engine is cooled by an air ventilation system. Unlike in
some prior art vehicles, the radiator in the vehicle of the present
invention does not come in contact with the water. Some significant
advantages of this system are that the radiator fan continues to
operate when the amphibious vehicle travels from land to water. In
one embodiment, one or more fans at the back of the vehicle draw
hot air out of the engine through pipes, which may run under or at
floor level. This exhausting system provides an unobstructed view
from the vehicle in all directions, as opposed to a venting funnel
from the engine room as would be present on typical marine
vessels.
[0061] Safety Features
[0062] Because the vehicle travels in water, there is a significant
requirement for additional safety features. Safety is a major
concern of organisations such as the Coast Guard, Transport Canada
and similar regulatory and safety bodies, when an amphibious
vehicle is designed to operate as a passenger carrier.
[0063] One precaution, known in marine art, is to position a
watertight door between the driver's cab and the passenger
compartment, as depicted in FIGS. 1 and 2A. A watertight door
provides a significant safety feature such that if the driver's cab
should fill with water, such water will be prevented or at least
delayed from entering the passenger compartment and completely
flooding the vehicle, thus providing passengers time to exit
safely. The watertight door may be located above the impermeable
barrier that separates the engine compartment from other mechanical
apparatus exposed to the environment. The sealed engine compartment
may however extend aft of the watertight door, depending on the
size and placement of mechanical equipment. If the driver's
platform is surrounded by watertight sides and a roof, such a
watertight door may extend from floor to roof. However, if the
driver has to communicate with the passenger compartment, the
watertight door should be of sufficiently height as not to impede
such effective communication, while providing the safety feature of
allowing the safe exit of the driver from the driver's platform to
the passenger compartment in case of flooding.
[0064] Space Optimization
[0065] One type of passenger application could be used in the
tourism industry, wherein the operator of the vehicle provides
scenic tours along town streets and approved waterways. In such an
application, the profit generated from each tour is related to the
number of passengers that can safely enjoy the tour. By maximising
passenger space, the vehicle in this embodiment gains a competitive
advantage over prior art vehicles. Means of increasing passenger
space, subject to the approval of safety and transport authorities,
include extending the chassis to the maximum length allowable or
adding two or more levels of passenger seating similar to ferry
configurations. These changes would affect the shape, configuration
and stability of the vehicle.
[0066] In one embodiment of the present invention, a simpler way is
to strategically position of the engine compartment and driver
platform in order to maximise the passenger and/or cargo space. For
example, the driver platform can be positioned over the engine
compartment as opposed to behind the engine. For a single deck
vehicle, this implies that the engine compartment is below the deck
level and thus may be at or below the water line of the amphibious
vehicle during marine operation. It is therefore advantageous to
provide an impermeable barrier to seal the engine compartment from
water infiltration, thus providing a means for the engine and
further equipment contained in said compartment to operate
efficiently.
EXAMPLES
Example 1
AMPHIBIOUS BUS VEHICLE
[0067] One embodiment of the present invention is based on a school
bus chassis and front engine, which is converted for amphibious
use. Among the mechanical components underneath the floor of this
vehicle are a front drive steer axle, transfer case, propeller and
shaft and shafts between the transfer case and the engine and
between the transfer case and the front drive steer axle. The
transfer case in this vehicle may optionally be air-operated and
electronically controlled to engage or disengage the propeller. The
propeller can be disengaged by an operator while the vehicle is
travelling on land and engaged prior to and during the vehicle's
water operation. The transfer case known in the land vehicle art to
operate a vehicle's rear wheels is thus adapted in the bus
embodiment, by mating the rear wheel drive to the propeller
shaft.
[0068] The front engine, which may be a diesel engine,
clutch/torque converter and transmission are housed in a waterproof
sealed engine compartment, also known as the cage. The portion of
the drive shaft which exits the cage is shielded from major water
penetration by an impermeable barrier which may be located adjacent
to the waterproofed seal bearing or the transmission. Such an
impermeable barrier may be constructed from a suitable material
such as a strong high impact rubber plate.
[0069] Similar to the related marine art, when water does enter the
cage, it can be removed by a standard pumping means, such as a
bilge pump system.
[0070] The flotation means may use buoyancy tanks known in the art
and depicted in FIG. 4, which are enclosed within the "claw" shape
hull, illustrated in FIG. 3.
[0071] The bus embodiment may be adapted to passenger and cargo
applications since there is sufficient space in the vehicle to
transport at least 40 persons with seats and other safety equipment
or the equivalent space for cargo transport, in addition to a
driver. In tourist applications, the driver may also be the
operator of the switching means or initiate the secondary steering
means as described above in addition to being the tour guide to
further minimise the requirement for multiple operators and
maximise passenger space. The engine compartment position relative
to the driver, as described above, also increases passenger
space.
Example 2
OTHER AMPHIBIOUS VEHICLES
[0072] Others embodiments of the present invention are based on
modified truck vehicles, jeeps, luxury vehicles such as stretch
limousines, or other appropriate vehicles such as recreational
vehicles.
[0073] Adapted from certain land use trucks known in the art, this
embodiment could operate on land using the rear drive component and
in the water using the propulsion means as described, supplemented
with an inboard/outboard engine known in the art, positioned near
the stem. Such an inboard/outboard engine may be used to facilitate
the vehicle's exit from the water by providing additional momentum
to the vehicle so that its rear wheels may grip onto an adequate
surface such as an exit ramp.
[0074] The positioning of the truck embodiment's flotation means
may be outside and adjacent to the sides, rather than within the
hull due to limited space requirements.
[0075] The truck embodiment may be adapted to smaller applications
(as compared to the bus embodiment) for the transportation of
passengers or cargo as there is sufficient space in the vehicle to
transport at least 12 persons with seats and other safety equipment
or the equivalent space for cargo transport in addition to a
driver. As in the bus embodiment above, in tourist applications, a
single driver/operator may also suffice to operate the vehicle to
maximise passenger space.
[0076] As in the previous embodiments described above, a worker
skilled in the art educated by the present invention, may convert
other known land or water use vehicles to the amphibious vehicle of
the present invention.
[0077] Luxury land vehicles, for example, may be adapted on an even
smaller scale than as previously described with minor variants to
accommodate the smaller amphibious vehicle's requirements, such as
a different size power train. In tourism applications, the demand
to tour or be seen as a passenger in such a vehicle is typically
high, which would lead to increased profits, thus offsetting the
profit consequences of a smaller passenger space.
[0078] Similarly, larger vehicles, such as trailers or camper vans
may be converted to the amphibious vehicle of the present invention
with minor variants to accommodate the larger amphibious vehicle's
requirements. Such a vehicle may have additional features in
tourism applications, such as the ability to undergo relatively
longer voyages, as a result of the vehicle's other pre-modification
advantages. For these and other reasons similar to the amphibious
luxury vehicle, demand for an amphibious trailer vehicle would
increase, which would also lead to increased profits.
[0079] The invention being thus described, it will be obvious that
the same may be varied in many ways. Such variations are not to be
regarded as a departure from the spirit and scope of the invention,
and all such modifications as would be obvious to one skilled in
the art are intended to be included within the scope of the
following claims.
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