U.S. patent number 3,584,592 [Application Number 04/776,679] was granted by the patent office on 1971-06-15 for yachtcar.
Invention is credited to Albert D. Perrine.
United States Patent |
3,584,592 |
Perrine |
June 15, 1971 |
YACHTCAR
Abstract
An amphibious vehicle for movement upon land or upon a water
surface, the device including a hull supported upon a plurality of
wheels, the hull carrying a pair of propeller assemblies at its
lower rear, the hull containing two motors for selectively driving
the propeller assemblies or the wheels, and the wheels and
propellers being selectively retractable into the hull when not in
use.
Inventors: |
Perrine; Albert D. (Glassport,
PA) |
Family
ID: |
25108096 |
Appl.
No.: |
04/776,679 |
Filed: |
November 18, 1968 |
Current U.S.
Class: |
440/12.52 |
Current CPC
Class: |
B63C
13/00 (20130101); B60F 3/0007 (20130101); B60F
2301/02 (20130101) |
Current International
Class: |
B63C
13/00 (20060101); B63f 003/00 () |
Field of
Search: |
;115/1 |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Farrell; Andrew H.
Claims
I claim:
1. In an amphibious vehicle, the combination of a hull including a
pair of power motors,
said hull including four wheel assemblies for travel on the
land,
a pair of propeller assemblies on said hull for optional travel
over a body of water,
means mounting said wheel assemblies for vertical adjustment
between an operative and inoperative position,
said wheel assemblies each including hydraulic motors in wheel hubs
thereof,
said power motors including internal combustion motors and
hydraulic pumps for supplying hydraulic pressure to said hydraulic
motors in the hubs of said wheel assemblies,
each of said wheel assemblies including an outer box connected to
said hull and an inner box vertically slidable in said outer box,
each of the inner boxes having a wheel journaled therein, one pair
of wheels comprising front steering wheels and the other pair of
wheels comprising rear wheels.
2. The combination as set forth in claim 1 wherein said power
motors comprise dual purpose hydraulic motors and hydraulic pumps,
each said hydraulic motor comprising a circular center rotor oil
powered motor which fits into each wheel of said vehicle, said
hydraulic motor reversing with the reversal of oil flow and
operating with equal power and speed in reverse or forward, said
oil powered center rotor motor having spring loaded seals which
compensate automatically for wear of moving parts and which keep
the motor highly efficient, and said oil powered center rotor motor
having four sliding vanes which are automatically sealed against
leakage of oil around them on both sides and at the bottom by the
pressure against them and which are sealed at the top or outer
circumference by spring pressures.
3. The combination as set forth in claim 2 wherein said oil powered
center rotor motor has four sliding vanes which seal against oil
passage in a clockwise rotation and in a counterclockwise rotation,
said oil powered center rotor motor containing a block in the lower
portion which fills the space between the circular plates up to an
axle, the block carrying three seals to compensate for wear of the
inner surfaces of said plates and said axle, said block separating
the pressure side from the outlet side, and controls inward and
outward movement of said vanes.
4. The combination as set forth in claim 2 wherein said oil powered
center rotor motor becomes a high pressure oil pump operative in
either clockwise or counterclockwise direction when said axle is
connected directly to the power output shaft of an input motor,
thus producing a pumping force for propelling oil through pipes or
hoses to said driving motors in said wheel hubs.
5. The combination as set forth in claim 1 wherein said outer box
of said wheel housing contains a flange around the outside of a
lower edge thereof which bolts in a watertight manner to a lower
frame and floor support of said housecar, the upper part of said
outer box extending upward into said housecar, said inner box
containing a base for two coil springs and openings at the top of
said inner box through which said springs can transfer thrust
against the top of said outer box thus carrying the weight of said
housecar, said inner box containing small wheels which extend
through the end walls of said inner box to engage suitable vertical
tracks on the end walls of said outer box to guide the up and down
movement of said inner box and to absorb thrust from all sides,
said inner box carrying said wheel and a hydraulic driving motor on
a short axle between and attached to the side walls of said inner
box thus giving even support to each of the two sides of said
wheel.
6. The combination as set forth in claim 5 wherein said inner box
of each said wheel housing is vertically movable by two threaded
bars each of which has a sprocket secured thereto engaged by a
sprocket chain powered by a motor, each said threaded bar
threadingly engaging a threaded receptacle forming a part of said
inner box, whereby each said wheel may be lifted up into said box
when the vehicle is in the water.
7. The combination as set forth in claim 6 wherein said wheel
housing has adjustable means for a road clearance from a few inches
up to 18 inches.
8. The combination as set forth in claim 7 wherein vertically
extending boxes are formed at each corner of the said inner box,
said vertical boxes being comprised of opposing channels within
which guide wheels travel protected from roadway dirt, said guide
wheels absorbing thrust.
9. The combination as set forth in claim 8 wherein flexible,
collapsible bellows enclose that portion of said threaded bars
extending above said inner box, said bellows enclosing thrust
bearings at the upper ends of said bars to prevent road dirt
gaining access thereto and to a chain drive traveling around gears
at the upper ends of said threaded bars.
10. The combination as set forth in claim 9 wherein another
flexible, collapsible bellows encloses a central vertical grooved
shaft extending upwardly above said inner box, said bellows
protecting said grooved shaft from roadway dirt, said grooved shaft
vertically slidably engaging a spur gear wheel which is a part of a
steering mechanism.
11. The combination as set forth in claim 10 wherein said steering
mechanism is contained within the vehicle protected from roadway
dirt or slush.
12. The combination as set forth in claim 11 wherein dual shock
absorbers in each said wheel housing are of a type to compensate
for variable load weight, said housing including means for limiting
the down travel of said wheels to eliminate need of antisway bars,
and a down travel limiting device stopping the expansion of springs
on a rising side when said vehicle leans while traveling on a
curve.
13. The combination as set forth in claim 1 wherein said vehicle
has surface riding hydroplanes which allow it to skim the water
surface for increased travel speed and lower fuel consumption.
14. The combination as set forth in claim 1 wherein a steering
mechanism is fully contained within said hull body protected from
roadway dirt and water.
15. The combination as set forth in claim 14 wherein said steering
mechanism is carried forward from the top of a vertical steering
axle by means of a series of spur gears and rack gears working in
grease to connect with a power steering cylinder.
Description
This invention relates generally to amphibious vehicles. More
specifically, it relates to vehicles adaptable for travelling upon
the surface of a body of water, as well as upon the highways of the
land.
A principle object of the present invention is to provide an
amphibious vehicle for travel on the water or upon highways, and
which includes convenient accommodations for from six to nine
passengers to travel and live thereupon.
Another object of the present invention is to provide a yachtcar
wherein the wheels retract when the vehicle is water borne and a
pair of propellers are lowered for driving the vehicle upon the
water, and wherein the vehicle skims along the surface by means of
surface-riding hydroplanes.
Yet another object of the present invention is to provide a
yachtcar wherein the propeller wheels are lowered downwardly from
the hull for purpose of travel upon a highway.
Yet a further object is to provide a yachtcar wherein air is piped
to the wheel housing so to eliminate vacuum thereby providing a
faster travel.
Yet another object is to provide a yachtcar serving as a camper or
houseboat upon the water with the wheel housings and the concave
surfaces between the hydroplanes acting as suction buckets when
airflow is cut off to them, thereby depressing roll when anchored
or when moving at reduced speed in rough seas.
Yet another object is to provide a yachtcar having a rear section
of the top thereof telescoping into a forward section and passing
above clothing chests and a shower stall so as to leave an open
cockpit for fishing and closing tightly for storm condition or for
highway travel.
Yet another object is to provide a yachtcar having a gull wing, and
a false front end which can be replaced quickly when it is damaged
by a highway front end collision or by it being driven aground
while in the water.
Yet another object is to provide a yachtcar in which all four
wheels have positive traction by means of special designed
hydraulic motors built into the hub of each wheel, and wherein the
same type of hydraulic motor is connected to each of the two
propellers so that the same hydraulic power, in the form of oil
pumped from the front internal combustion power source proceeds
through pipes and flexible hoses to the wheel driving motors and
which can be switched to the propellers by the simple act of
turning valve.
Yet another object is to provide a yachtcar having a hinged,
disappearing stairway so to allow easy entrance to the vehicle
while upon land, and to allow easy entrance for scuba divers
boarding the craft in the water and who carry a bulky gear.
Yet another object of the present invention is to provide a
yachtcar which can serve as a comfortable home and which has the
graceful lines of a fish on the side, the mouth of a fish at the
radiator grill, and the dorsal fin of a sail fish above the center
of the catwalk.
Yet a further object of the present invention is to provide a
yachtcar which includes built in hydraulic jacks or screw jacks so
to level and steady the vehicle when used as a camper.
Yet another object is to provide a yachtcar which does not use any
conventional gear train nor a gearshift for highway travel, but
which uses a bypass valve between a pressure side existing from a
pump and the suction side entering the pump, and opening this
bypass valve by degrees affecting a gearshift, and wherein the
larger the volume of oil pumped back to the suction side through
the bypass valve, the slower the wheel r.p.m. compared to the
internal combustion motor r.p.m.
Other objects of the present invention are to provide a yachtcar
which is simple in design, inexpensive to manufacture, rugged in
construction, easy to use and efficient in operation.
These and other objects will be readily evident upon a study of the
following specifications and the accompanying drawings wherein:
FIG. 1 is a floor plan view of the present invention;
FIG. 2 is a bottom plan view thereof;
FIG. 3 is a side elevation view thereof;
FIG. 4 is a side elevation view of the removable bow;
FIG. 5 is a plan view of the steering mechanism;
FIG. 6 is a side elevation view thereof;
FIG. 7 is an enlarged view of a detail illustrated in FIG. 6;
FIG. 8 is a bottom plan view of a wheel and left rear wheel housing
assembly;
FIG. 9 is a fragmentary side elevation view thereof;
FIG. 10 is right front wheel housing shown viewed from the
bottom;
FIG. 11 is a fragmentary side elevation view thereof;
FIG. 12 is a cross-sectional view taken along the line 12-12 of
FIG. 13, showing the dual purpose hydraulic motor and hydraulic
pump, and
FIG. 13 is a cross-sectional view taken along the lines 13-13 of
FIG. 12.
Referring now to the drawings in detail, and more specifically to
FIGS. 1 through 4 at the present time, the reference numeral 20
represents a yachtcar, according to the present invention wherein
there is a hull 21 of a boatlike configuration and which includes a
removable bow 21a upon the front end of the vehicle.
The hull 21 has an interior that is divided into living quarters
for passengers so as to provide convenience for six to nine
persons. As shown in FIG. 1, the interior is shown to include a
main cabin 22 having a washroom 23 adjacent to one side thereof and
accessible thereinto by means of a door 24 in a wall 25. Within the
washroom there is a chlorinated sanitary toilet 26, a sink 27 above
a storage cabinet 28, and a shower 29. Adjacent to the washroom 23,
there is a dinette area 30 which includes a dinette table 31 and
dinette seats 32. Storage space is provided underneath the seats
32, and the dinette table may form a bed while giving additional
sleeping quarters.
A storage space is provided under the base of the dinette. Upon the
opposite side of the cabin 22, there is a refrigerator 33, a
kitchen sink 34, a stove 35, and a pair of clothing lockers 36 and
37. Each of the clothing lockers are accessible by means of doors
38. On each side of the main cabin there is a rear wheel hosing 39
with a storage space upon the top of the housing. A sink 40 in the
main cabin is mounted upon a base 41 providing storage there below,
the sink being adjacent a mirror 42 upon the wall 25. On each side
of the main cabin, a single bed 43 is stored against the wall 44.
Adjacent to each bed 43 there is a fighting chair 45, a storage
space below each chair, and a gasoline tank located below the
storage space. Several steps 46, 47 and 48 are located at the rear
of the main cabin, the step 48 enclosing a spare tire 49 in a space
there below. A fishing well cover 50 is located rearward of the
step 48, and a hinged step 51 is located rearward of the fishing
well cover. Adjacent to the steps there is a storage 52 for fishing
tackle, and adjacent to each side of the steps there is a sloping
footrest 53. At the rear of the hull, there is a hinged step unit
54, an anchor storage 55 and a dry ice fish storage box 55.
At the forward end of the yachtcar hull, space is provided for a
port and a starboard motor and pump assembly 56, each of which has
a radiator 57 in front thereof. An operator's seat 58 is centrally
located at the front of the hull, the operator's seat being of
bucket-type, rotary sit-stand design, a projection holding the
operator when standing at the seat. A foot space 59 is provided for
the operator's feet when seated. Side seats 60 are located adjacent
each side of the operator's seat, each side seat 60 having a stand
space 61 and a foot space 62.
Beneath the floor upon which the operator's seat is located, a
water storage tank 63 is located.
Upon the underside of the hull, as shown in FIG. 2, there are a
pair of front wheel housings 64, each of which contains a front
wheel 65. Likewise, there are a pair of rear wheel housings 66,
each of which has a rear wheel 67 therein. Hydroplanes 68, 69, 70
and 71, are located forward and aft of the rear wheel housing, and
hydroplanes 72 are located between the housings 66. Hinged doors 73
mounted upon hinges 74 provide access to a fishing well and service
as the hydroplanes surfaces when closed. Hydroplanes surfaces 75,
76, 77, 78 and 79, are located below the forward end of the hull,
as shown in FIG. 2.
A pair of propeller assemblies 80 are located near the rear end of
the hull, each propeller assembly having a propeller 81 for driving
the hull through the water.
Referring now to FIG. 3, a rear section 82 is telescopically
slidable forwardly into the front section 83 so to form an open
cockpit for purposes of fishing at the rear. Shipped water outlets
84 are provided upon opposite sides of the hull so to allow
discharge of water taken aboard during rough seas.
Referring now to the front wheel housings of the yachtcar, of FIGS.
10 and 11 the right front wheel housing, has the same base, the
same construction and operating features as the left front wheel
housing. The front wheel housings comprises a rectangular steel
box, identified with the reference numerals 85 and shown in greater
detail in FIGS. 10 and 11. The box is open at the bottom and closed
at the top. The box is likewise closed by sidewalls 86 and end
walls 87.
The box extends upwardly into the yachtcar body or hull with the
open side downward. A flange 88 is welded around the opening and
provided with bolt openings 89 so to attach the housing by means of
bolts to the hull framework and cross member floor supports of the
yachtcar body in a manner which would remain permanently tight and
rigid against all thrust from any direction or twisting force
exerted upon the box by highway operation and yet remain leakproof
around the flange base while the yachtcar is in the water. On walls
87 are channels 90, welded, or otherwise suitably attached in a
vertical direction so to serve as a reinforcement and as a track
within which wheels 91 may roll. Another channel 92 likewise welded
or otherwise suitably attached in a vertical direction on the box,
serves as a reinforcement and also as a track for wheels 93. A like
construction is shown at the opposite end of the box, the wheels
thus serving to carry an assembly 94 vertically along the tracks.
To silence the wheel operation along the channels, strips of rubber
95 and 96 are cemented to the channels and over these are laid flat
strips of steel 97 and 98, the steel strips being one-quarter inch
thick and attached by means of bolts which pass through the rubber
into the channel 92. Wheels 93 travel up and down on the flat steel
strips with the layer of rubber under the wheels. While the
opposite end of the box is of a like construction, there is one
exception thereto. This comprises a hydraulic jack or screwjack 99
with footplate 100 being built into the forward outer corner of the
outer box, and for the purpose of raising the yachtcar when
changing a tire, greasing or to level and steady the camper when
camping upon land. The front right wheel housing also has this type
of jack built into the forward outer corner.
An inner box 101 of the wheel housing comprises a rectangular steel
box likewise open at the bottom and closed at the top, both sides
and both ends, except that an arc 102 is cut out of each side so to
allow the yachtcar wheel 103 to rotate or turn in order to steer
the car. In the vertical corners of the box 101, are welded
L-shaped angles so to form four small boxes as follows:
A box 104 encloses wheel 91 in the left or outer rear corner of the
box 101; the box 104 being closed at the top and bottom and
containing the wheel 91 at the bottom and a wheel 105 at the top.
The box 104 adds strength to the box 101 and keeps mud and snow
away from the wheels contained therein. Ports are cut through the
rear wall at two points on the box 104 just large enough so to
allow the wheels to pass through and operate against the track as
the box 101 springs up and down in highway travel. Another box 106
in the right rear corner of the box 101 performs the same functions
and contains the same kind of wheels described above. The wheels of
this box and the above described box absorb rearward thrust when
breaking to slow highway speed or when backing the yachtcar.
Similar boxes are located at the front end of the box 101, as
indicated by the reference numerals 107 and 108. These boxes,
however, absorb the forward thrust of highway travel. The wheels in
each of the small boxes are essentially a closed bearing containing
a pressure grease nipple and held in place by a bolt passing
through the wall of the small box. Threaded bars 109 and 110 extend
through receptacles 111 and 112 which extend downward in the center
of coil springs 111 and 114; the receptacles 113' and 112 pass
without touching, through plates 115 and 116 which support the
bases of the springs. Receptacles 111 and 112 have a flange at the
top against which the top of the springs transfer the weight of the
yachtcar. The weight or load in turn is transferred upward by the
bars 109 and 110 to bearings 117 which are supported by the top
wall 118 of the outer box 64. Actually, the load is carried by the
top of the box which is held securely by the side walls extending
down to the flange 88 that is bolted to the framework and the floor
supports of the yachtcar. The rigidity of the box and the large
size of the base area at the flange make this a very rigid wheel
support mechanism without use of a long horizontal axle.
Consequently, this yachtcar will travel with equal facility on land
or water due to the wheels being retracted upwardly into the boxes
while in the water.
Also, the boxes form suction buckets when air pipes to them are
closed off so to prevent roll of the yachtcar while moving in heavy
seas or while anchored. While operating on the highway, the box 101
can move upward 4 inches and down 2 inches from standing load level
position, against the base of the springs. A fixed limit to the
downward travel is provided by two long bolts lying close to each
spring. These bolts also hold the top end of the shock absorber.
These bolts can be seen in FIG. 11 and are identified with the
reference numeral 119. When the yachtcar enters the water, wheels
103 are raised 12 inches by means of simultaneous clockwise
rotation of the threaded bars 109 and 110 which pick up threaded
receptacles 111 and 112. The top of each bar terminate in a
sprocket wheel. A chain of the type used on motorcycles connects
the sprocket wheels as is indicated by the reference numeral 120
passed around sprocket wheels 121. A small electric battery powered
motor, (Not shown in the drawing), or other power source, runs he
chain so to turn the bars 109 and 110. Reversing the electric motor
or power source, reverses the rotation of the bars and lowers the
wheel 103. The bars 109 and 110 rotate easily with the weight of
the car upon them due to bearings 117 at the top and due to an
opening being drilled down the center of each bar which intercepts
horizontal openings drilled at intervals along the bar so that
grease may be forced down the center opening from the top and to
pass outward through the horizontal openings and keeping the
threads lubricated. The rectangular boxes welded to the end walls
of the box 101 support the plates 115 and 116 upon which the
springs 113 and 114 are supported. These boxes extend downward to
the bottom of the box 101 so to protect the bottom of the bars 109
and 110 from water of highway slush. The sections of bars 109 and
110 appearing between the top of the box 101 and the top of the box
64 when wheel 103 is in a down or driving position, are protected
from mud, snow, dust and water by a flexible bellows 122 which
collapses when the wheel is raised.
The yachtcar is steered by means of a spur gear wheel 123, which
remains in one horizontal plane. A vertical axle 124 having
V-configurated grooves out parallel to its central axis, is
provided, the grooves being indicated with reference numeral 125,
and the axle being slidable upwardly and downwardly through the
spur gear wheel 123 see FIG. 11. The grooves 125 are engaged by
corresponding teeth within the spur gear wheel 123 which is
equipped with a pressure grease nipple for lubrication
purposes.
The spur gear has an upward projection 126 in the form of a series
of fingers with the underside of each carrying a tooth which fits
into a V-shaped groove within the vertical axle 124. The fingers
encircle the vertical axle and are spring tempered so that they
exert a constant pressure against the vertical axle so to nullify
wear and keep the gearing tight. There are also gear teeth within
the gear wheel so to absorb heavy twisting action in any horizontal
direction. The purpose of the springy fingers is to prevent any
looseness developing from wear due to steering. The steering is
carried forward to the other parts of the steering mechanism by a
rack gear formed on each end of a shaft and held positively against
the spur gear 123 by means of a rack gear tightener as shown in
FIG. 7. The forward end of the rod and rack gear connect with
another spur gear under the dashboard. The shaft of this spur gear
rises vertically into the dashboard and connects by spur gear to
the shaft from the power steering cylinder in the dash. The rack
gear is also pressed against the spur gear by spring pressure so
that no looseness could develop in the steering. This is true of
all rack and spur gear connections.
The vertical axle 124 is shown in a cutoff position at its upper
end. Actually, it extends 14 inches above the spur gear so to allow
lowering of the wheel 103 down out of the housing sufficiently so
to change tires without permitting the axle to slip out of the
splined opening through the sprocket gear 123. The vertical axle
124 is welded to a yoke 127 at the plane where they meet. The yoke
has two arms and connects at the lower extremities of the arms to a
short axle on which there is carried the wheel 103, the driving
motor 128, bearing 129, bearing 130, bearing 131 and brakedrum 132.
The flexible hose and its attachments which carry oil under
pressure to the driving motor 128 are not shown in FIG. 10 but are
shown upon the driving motor figures. The flat top section of yoke
127 furnish a nesting place for two bearings 133 and 134. The
bearing 133 rests on the yoke next to the vertical axle 124 and
does not touch the top section of the box 101. The bearing 133
takes all horizontal thrust from the vertical axle 124 and
transfers that thrust to the circular ring 135 which is welded to
the top of the box 101. Thus the thrust is passed on to the outer
box 64. The bearing 134 lies outside of bearing 133 and carries the
weight of the yachtcar. Both bearings receive grease which is
forced down the orifice in the center of the vertical axle 124 and
out through horizontal openings represented by reference numeral
136. Grease travels across the top of the bearing 133 and into it,
and on and downward at the angle through openings drilled in the
ring 135 and outwardly through safety rings 137 and 138 which
maintain a small clearance at all times when loaded. Thus the
movement of the grease down and outward blocks abrasives and water
away from the bearing and carries adhering debris outward and away.
Greasing of these bearings, spur gear 123, the teeth and axle
splines that slide by them, and all the screw bars is made easy,
and can be done frequently from within the yachtcar through nipples
covered by screwcaps. Safety rings 137 and 138 hook over each other
but do not touch each other in highway operation. Their purpose is
to lift the wheel 103 and the vertical axle when the screw bars 109
and 110 lift up the box 101, ad to keep the dirt out of the
bearings.
Their design also strengthens both the yoke 127 and the top of the
box 101. Thus, additionally, in case of a broken vertical axle
safety ring 137 and 138 would still hold the wheel and offer enough
resistance to rotary movement so to allow the car to be brought to
a safe stop. The rings also protect the bearings from highway
splash and from water splash when the yachtcar is water borne.
Changing the front tires involves the same operation for each; see
FIGS. 10 and 11. The steps for changing the left font tire are as
follows:
The hydraulic jack 99 raises the yachtcar 14 inches.
Counterclockwise rotation of the threaded bars 109 and 110 lowers
the box 101 and the wheel 103 12 inches, at which point it should
touch the ground, since it has two inches of downward movement when
not loaded. The cap 139 which fits over the cover of the bearing
cover 131 and is held in place by bolts through the flange 132 and
yoke tip 140 by screwing into the flange of bearing cover 131, is
removed by removing the bolts. Next, the bolts which secure the
reinforcement 141 and yoke tip 140 are removed and the yoke tip 140
is then set aside. Next the wheel nuts are removed so to release
the wheel and tire. Replacement is accomplished by a reverse order
of the above operation.
Referring now to the rear wheel housing assemblies 66, and which
are structurally identified by the left rear wheel housing
assembly, illustrated in FIGS. 8 and 9, there is shown a structure
which includes an outer box 150 that is constructed in the same
manner and operates in the same manner as the outer box for the
front wheel housing. It includes the same general components as
above described, and will accordingly not be necessary here to
duplicate the details thereof. The rear wheel housing assembly also
includes an inner box 151 that is constructed in the same manner as
the inner box for the front wheel housing and has the same
operating feature and equipment except for the following
exceptions:
The sides 152 of the inner box are not provided with the cutout of
arcuate configuration as is provided in the front wheel housing
inner box. Additionally, the inner box 151 does not have the
vertical axle and yoke with its bearings and steering gear such as
is contained in the front wheel housing inner box. The reason for
this is that the rear wheels are not used for steering purposes.
The rear wheel housing inner box has a U-shaped reinforcement bar
153 which, however, is not contained in the front wheel housing.
The rear wheel housing additionally does not contain the hydraulic
jack 99 provided in the front wheel housing for tire changing and
leveling when camping upon land area. The hydraulic jacks for
lifting and leveling the rear of the yachtcar are contained at the
extreme rear on each side, port and starboard, within the same two
compartments which house the propellers and the propeller
motors.
In the rear wheel housing, the driving motor 154, the wheel
assembly 67 comprised of wheel 155 and tire 156, bearings and
brakedrum are carried by the short horizontal axle located between
the walls 152 of the box 151, and by means of bolts shown through
the walls of the box 151 near the axle, the driving motor 154 and
the bearing cover 157 being attached to the walls of the box
151.
The process of changing tires for the rear is, however, the same as
for the front tires, except that a rectangular section of the inner
box is removed to permit access to the wheel nuts.
Referring now to the steering mechanism 160, illustrated in FIGS. 5
through 7, there is shown in FIG. 5 a top plan view of the front
wheel housing assemblies 64 from each of which there extends the
extension 126 carrying the spur gear 123 which engages a toothed
rack 161 upon a rod 162. The opposite end of the rod 162 is
provided with a toothed rack 163 engaging a spur gear 164 mounted
upon a shaft 165 having at its upper end a spur gear 166 secured
thereto that engages a rack gear 167 on the end of a rod 168 that
connects the two front wheels by extending transversly across the
yachtcar in a horizontal plane, and which also connects to the
power steering cylinder 169 in the dash, and which further carries
threaded collar and lock for aligning the front wheels. As shown in
FIG. 6, it is to be noted that the rod and its associate toothed
racks 161 and 163 are enclosed within a dust cover and grease
retainer housing 170, while the vertical shaft 165 is enclosed
within a shaft housing 171, and the spur gear 166 is enclosed
within a housing 172. The rack gear 167 is slidable transversely
adjacent a wheel 173 near each end of the rack rod 168, the wheel
being pivotable about a shaft 174 mounted within opposite legs 175
of a generally U-shaped yoke 176, the yoke having a pin 177
centrally secured to an intermediate leg 178 of the yoke, the pin
being inserted into a compression coil spring 179 contained within
recess 180 of a threaded nut 181 threadingly secured to one end of
the housing 172, one end of the compression coil spring 179 bearing
against the bottom of the recess 180 and the opposite end of the
compression coil spring bearing against the intermediate leg 178 of
the yoke, thereby urging the wheel into contact engagement with the
rod 168. It is to be noted that each of the opposite legs 175 of
the yoke 176 extend beyond the cylindrical side of the wheel 17 so
as to form shoulders between which the slidable rack gear rod 168
is guided. This structure is clearly illustrated in FIG. 7 of the
drawing.
FIG. 5 further illustrates a power steering rod 182 extending from
a conventional power steering cylinder 169, and a conventional
power steering wheel shaft 183 associated with the power steering
cylinder. The rod 168 is further shown to include an adjustment 184
for the purpose of aligning the wheels 65, the adjustment having a
lock nut 185 at each opposite end thereof secured to threaded
portions 186 of the rod 168, and an associate extension thereof
carrying the rack gear 167.
It is to be further noted that a rack gear tightener 187 is
provided for each of the rods 162. This structure is of the type as
is illustrated in FIG. 7 for the purpose of tightening the wheel
173 against the rod 168. Thus the slidable rods 162 and 168 are at
all times held against engaging teeth of associate spur gears.
Referring now to a dual purpose hydraulic motor and hydraulic pump
assembly 200, illustrated in FIGS. 12 and 13 the assembly
essentially includes a center rotor motor or a pump that consists
of a rotating axle 201 having an enlarged section of the axle
having four slots which are machined there within so as to house
four sliding vanes 205, 210, 211, and 212 respectively in rotation
as each vane passes from an outlet port 203 to an inlet port 204.
Two circular plates are riveted at 218 to the enlarged section of
the axle, the plates 216, 217 having four slots machined into each
so to match the four slots in the axle.
The plates 216, 217 and axle 201 together with the vanes 205, 210,
211 and 212 constitute a center rotor. The slots in the plates act
as a guide for the sliding vanes and furnish a shoulder against
which oil pressure forces the vane to a perfect seal on each side.
The outer edge of the slots in the axle form a shoulder against
which the bottom of the vane forms a perfect seal. Two coil springs
C incorporated in two openings drilled in each vane push against
the axle and force the vane outward along the slot so to make a
perfect seal against the outer circular motor housing. Extra
openings may be drilled into the vanes so to remove weight
therefrom. Spring pressure and centrifugal force move the vanes
outward the maximum distance as each reaches the inlet port. Oil
pressure forces the motor to rotate by pushing against the
vanes.
The plates which are riveted to the enlarged section of the axle
pass on each side of a block 208 at the bottom of the motor. The
block is bolted to the outer motor housing. The block fills all
space between the plates up to the enlarged section of the axle.
The block contains three spring loaded seals to compensate for wear
of the plates and axle and effectively to seal off the pressure
side from the outlet side. The pipes or flexible hose carrying oil
to the motor and away from it connects to a steel block drilled and
threaded at two points so to accept the male projection of each
pipe or hose. This block is welded to the outside surface of the
circular motor housing. Reversing the flow of oil reverses the
rotation of the motor.
When this motor is used as a high pressure hydraulic pump, the
power source such as an internal combustion motor or electric
motor, is connected to the axle. Rotation either clockwise or
counterclockwise will produce a high pressure pumping action. The
axle is reversible within the motor housing so that the axle
extension can be brought out of either side of the motor housing
and thus be made suitable for operation with either clockwise
rotating power sources or counterclockwise rotating power
sources.
In operative use, the operation of the dual purpose hydraulic motor
and hydraulic pump is as follows in the successive steps
indicated:
Oil is carried under pressure by pipe or flexible hose from a motor
driven pump 56 entering opening 203, the oil following the
direction as indicated by the arrows 204 shown in FIG. 12. The vane
205 is forced outward at position E so to form a tight seal against
the circular wall 206 by spring pressure and centrifugal force. The
moving oil pushed against the vane 205 thus produces a tight seal
on the sides and at the bottom of the vane as it is pressed against
the shoulders of the slot within which it slides. Since the oil
cannot pass the vane, the axle is forced to rotate as the vane is
carried clockwise by oil pressure through the position F to
position G. Pressure is released on vane as it passes the oil
outlet 207 and contacts the block 208 at position G. The block 208
and the trapped oil force the vane 205 to slide toward the axle by
way of the slot within which it operates until the vane 205 has
reached the seal 209 at position H. After passing the seal 209, the
vane 205 is gradually forced outward by the two coil springs C
located in it and behind it until it again contacts the wall 206 at
position E and starts its next subsequent cycle of operation.
The vanes 210, 211, and 212 go through the same cycle of operation
as described above for the vane 205.
During about one-fifth of each revolution, two vanes are acting as
seals ahead of the oil. Each vane is self compensating for wear.
The slots are cut one-sixteenth inch wider than the thickness of
the vane so that no vacuum can develop at the base of the vane and
no oil can be trapped at the base of the vane.
Looseness of the vane in the slot is an aid to trouble free
operation. Pressure against the vane will make it seal perfectly
regardless of whether the pressure comes from a clockwise direction
or a counterclockwise direction.
The block 208 separates the pressure side from the outlet side, and
forces the vanes back into the enlarged section of the axle as they
move downward from position G and controls the outward movement of
each vane after it passes seal 209 at position H. The oil entrance
drilled through block 208 as indicated by the oil flow arrows, is
not as wide as the block 208 so that a one-quarter inch wide
shoulder is provided at each side thus limiting the outward
movement of the vane. The block 208 is bolted to the circular motor
housing 206 by means of bolts 213, 214 and 215. Bolt 213 location
is made possible by a screw plug P located therebelow which
provides an opening for drilling the opening, threading the same
and installing of the bolt 213. The block 208 has a depression cut
in it below the position G as shown by the dotted line so to allow
trapped oil to escape around the end of the vane to the outlet 207,
in clockwise rotation, and to prevent a vacuum from forming behind
the vanes in counterclockwise rotation. Each vane has an arc A cut
in the leading edge of the outer end to one-quarter inch of depth
and one-half inch width so to match the depression below the
position G. The purpose of the arc cut is to allow the escaping
trapped oil to exert rearward thrust on the vane to reduce wear
upon the block.
The seal 209 is held in firm contact with the enlarged section of
the axle by coil springs CS to compensate for wear on the axle and
to give a positive seal against oil passage.
The slots holding and guiding the vanes are milled into plates 216
and 217. These plates are riveted by steel rivets 218 to the
enlarged section of the axle. Plates 216 and 217 pass on opposite
sides of the block 208. The four slots milled in the plates 216 and
217 match four slots milled into the enlarged axle section so to
allow the vanes to slide back into the enlarged axle section while
crossing the block 208 and the seal 209. Seals 219 and 220 lie in
slots milled for them upon opposite sides of the block 208 near the
seal 209. Seals 219 and 220 are forced outward by coil spring
pressure CP to contact plates 216 and 217 and form a positive seal
and compensate for wear of the plates 216 and 217. A flat seal 221
lies in a slot milled in plate 222 and presses against the outer
wall of plate 216 by means of a flat spring to compensate for wear
of plate 216 and to prevent oil from escaping between the plates
from the pressure side to the outlet. A similar flat seal 223 lies
in a slot in the motor housing 206 on the opposite side of the
motor to perform the same operation as the seal 221. The axle 201
is carried by four bearings 224, 225, 226 and 227 which are grease
packed and equipped with grease nipples and outlet flow valve
opening manually to allow old or diluted grease to be forced out by
a new grease.
Grease is prevented from escaping around the axle 201 by sealing
ring 228 and by a cap 229 which can be tightened by screw threads
around the bearing cover so to adjust for wear of the sealing ring
228. The cap 229 incorporates a locking device to prevent backward
movement which would loosen the seal.
The body of the motor is bolted together by sixteen bolts 230.
Bearing covers are bolted to the body of the motor.
All bolt heads are countersunk and welded to the countersunk
opening. All nuts are rounded on the pressure side to fit a
countersunk opening so that no slippage of any bolted part can
occur. Bolt openings for the bearing covers are equilateral and all
moving parts of the motor are equilateral so that the axle and
bearings can be turned around and can be brought out of either side
of the motor. Reversing the flow of oil reverses the motor.
Thus there has been provided a yachtcar having retracting wheels.
The yachtcar retracts the wheels vertically in the water to
decrease resistance and includes means (not shown) to lower the
propellers and their driving hydraulic motors vertically on tracks
by control screw bars (not shown). The propellers can kick backward
when they strike an underwater object and return automatically to
the former position.
When reversing one or both propellers a lock (not shown) is
automatically applied to the shaft housing just above the propeller
to prevent kicking backward. The lock automatically disengages when
the propeller is again shifted to forward.
Due to the propeller being lowered into operating position by screw
bars, the depth to which propellers are lowered can be varied
accordingly to the speed of travel desired and according to the
depth of the water. Shallow water operation and trolling are done
most efficiently when the propeller works close to the surface.
High speed requires considerable water above the propeller to
prevent cavitation, hammering and booming on the hull and
vibration.
The thrust of two propellers is straight backwards on a line
parallel to the keels. This is more efficient than thrust which is
angled downward.
The yachtcar has two propellers 81 operated by oil pumped from the
two internal combustion motor-and-pump assemblies 56 for safety and
seaworthiness, if a propeller or an internal combustion motor
breaks down, there is still one motor and one propeller in
operative condition so as to bring the craft into a harbor.
The yachtcar exerts positive traction with all four wheels. One
internal combustion motor may pump oil to power the two hydraulic
motors of the two front wheels. The other internal combustion motor
may pump oil to power the two rear wheel. Bypass valves may be
opened from either the front wheels or the rear wheels so that
travel is possible at a slower rate of speed with one motor shut
off.
By using the cross hatch emergency valve on the two propellers, one
motor may be used to turn both propellers when trolling and thus
allow the motor to work at about 1000 r.p.m. while the propellers
move slowly, thereby prolonging motor life.
The yachtcar has independent springing on all four wheels. The
movement allowable from loaded position is 4 inches up and 2 inches
downward. The 2 inches down travel limit checks sway on curves by
stopping spring expansion at that point. Also the down travel
limits reduce the amount of necessary wheel rise in water and
prevent the front wheel and vertical axle from dropping out when in
the water. Two bolts are provided for this at each spring or four
bolts per wheel housing for safety and to prevent binding of the
inner box if one bolt becomes broken.
The same internal combustion motors which pump the oil to drive the
wheels also pump the oil to drive the propellers. By turning a
valve, the power is switched from one to the other.
It shall be further noted that the yachtcar hydraulic motor pump
works on an entirely new and different principle as compared to
conventional rotary pumps on the market. In the yachtcar, the motor
eliminates the problems of eccentric rotor motors. The yachtcar
motor uses a center rotor which results in a constant angle of
curvature of the outer housing. The eccentric rotor motors have a
constantly changing angle of curvature of the outer housing. This
constantly changing angle makes effective sealing at the ends of
the vane impossible especially at high pressures. In the present
invention, the motor pump gives perfect sealing at the ends of the
vane even at high pressure since the ends of the vanes can be made
to fit perfectly the constant angle of curvature of the outer
housing.
This motor guarantees a constant cross sectional area of the
expansion chamber from the inlet pot to the outlet port.
Accordingly, the area of vanes against which the pressure thrusts
is constant through approximately 145.degree. of arc. This allows
the use of only four vanes which counter balance each other and
furnish double sealing by two vanes during 90.degree. of the power
stroke. In other words, the first 90.degree. of the power stroke is
always sealed by two vanes.
The eccentric rotor of present rotary motors requires the expansion
chamber to be crescent shaped so that the cross sectional area of
it vane against which pressure of greatest extension of the vane.
If taking for example, the yachtcar motor with a total vane area of
2 inches when fully extended and working on a vane outer tip radius
of 4 inches as compared to an eccentric rotor motor having an
extended vane area of 2 inches and working on an outer vane tip
radius of 4 inches, at equal pressure for both motors, the yachtcar
motor will deliver twice the power even if the fact that the vane
of the eccentric rotor cannot be adequately sealed was ignored.
Pumping capacity efficiency would vary in the same degree.
In the yachtcar motor, the vane is not loaded while it is being
extended, and it is fully extended by the time t reaches the inlet
port. The vane remains fully extended until it reaches the inlet
port. The vane remains fully extended until it reaches the outlet
port and the pressure or load is removed. Then the vane is shoved
back into the slot provided for it.
The eccentric rotor forces the vane to move outward and inward
while loaded, thus binding in the slots and setting up high
resistance to movement. Such vanes, when extended have only a short
base to hold them. Attempts have been tried by others to overcome
this serious weakness by extensions of fingers like character on
the bottom of the vanes which interconnect with fingers on the vane
on the opposite side of the motor. This only partly solves the
problem and adds two new ones, on of which is increased cost of
vanes and the other being the bypassing of gas or liquid from the
pressure side of the suction side alongside the vanes.
The present motor uses a means entirely unique and original to
separate the pressure side from the suction side and to control the
movement outward and inward of the vanes. The new moon shaped block
is securely bolted to the bottom of the motor and fills completely
the space between the moving sidewalls or circular plates and the
center rotor, thus separating the pressure side from the suction
side. The block forces the vanes back into the slots of the center
rotor at the end of the power stroke and limits and regulates the
outward movement of the vanes after the bottom center is passed by
the vanes. The block carries three spring loaded seals to
compensate for wear of the center rotor and of the inner edge of
the rotating plates. Two flat spring loaded seals in the outer
motor housing compensate for wear of the outer surfaces of the
plates. This construction likewise is not present in any eccentric
rotor motor.
Regarding the protection of blocks, the present invention motor has
a vane that is planed flat and comprises a piece of steel with
openings drilled from the bottom side to within one-half inch of
the outer edge so to lighten the same in weight. The leading edge
of the outer end of the vane considered from the standard point of
its most frequent direction of rotation has a small angled new moon
cut into it. The purpose of this cut is to kick the vane toward the
rotor center after it passes the outlet port and eliminate or at
least greatly reduce hammering of the vane on the block as it first
makes contact. In operative use, considerable gas or liquid is
trapped ahead of the vane after it passes the outlet port. A small
arc or trough is cut in the center of the block to allow the
trapped gas or liquid to escape by means of the trough. The
escaping of the liquid or gas out of the trough past the end of the
vane produces thrust against the angled base of the cut in the
vane, thus forcing it back to prevent hammering on the block. This
will work best at high speed and that is when it is most
particularly needed.
A light coil spring pressure is used to push the vanes outward for
starting speeds. After the centrifugal force begins to exceed the
weight of the vane with increasing r.p.m., the spring pressure is
not necessary, the springs being only needed for slow speeds.
While various changes may be made in the detailed construction, it
is understood that such changes will be within the spirit and scope
of the present invention as is defined by the appended claims:
* * * * *