NZ625541B2 - Amphibious vehicle - Google Patents
Amphibious vehicle Download PDFInfo
- Publication number
- NZ625541B2 NZ625541B2 NZ625541A NZ62554112A NZ625541B2 NZ 625541 B2 NZ625541 B2 NZ 625541B2 NZ 625541 A NZ625541 A NZ 625541A NZ 62554112 A NZ62554112 A NZ 62554112A NZ 625541 B2 NZ625541 B2 NZ 625541B2
- Authority
- NZ
- New Zealand
- Prior art keywords
- hull
- assembly
- undercarriage
- amphibious vehicle
- bulkhead
- Prior art date
Links
- 230000000712 assembly Effects 0.000 claims abstract description 26
- 239000000725 suspension Substances 0.000 claims description 31
- 210000002414 Leg Anatomy 0.000 description 66
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 7
- 239000006096 absorbing agent Substances 0.000 description 6
- 239000004411 aluminium Substances 0.000 description 6
- 229910052782 aluminium Inorganic materials 0.000 description 6
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminum Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 6
- 230000035939 shock Effects 0.000 description 6
- 229910001220 stainless steel Inorganic materials 0.000 description 6
- 239000010935 stainless steel Substances 0.000 description 6
- 241000272168 Laridae Species 0.000 description 5
- 239000012530 fluid Substances 0.000 description 5
- 238000010276 construction Methods 0.000 description 4
- 238000011068 load Methods 0.000 description 4
- 238000000034 method Methods 0.000 description 4
- 241000269328 Amphibia Species 0.000 description 3
- 230000037250 Clearance Effects 0.000 description 3
- 210000003128 Head Anatomy 0.000 description 3
- 210000001331 Nose Anatomy 0.000 description 3
- 230000035512 clearance Effects 0.000 description 3
- 239000002131 composite material Substances 0.000 description 3
- 238000001816 cooling Methods 0.000 description 3
- 229910052751 metal Inorganic materials 0.000 description 3
- 239000002184 metal Substances 0.000 description 3
- 240000000800 Allium ursinum Species 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 2
- 230000003203 everyday Effects 0.000 description 2
- 238000001125 extrusion Methods 0.000 description 2
- 238000005096 rolling process Methods 0.000 description 2
- 150000003839 salts Chemical class 0.000 description 2
- 239000011780 sodium chloride Substances 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 239000002023 wood Substances 0.000 description 2
- 241000380131 Ammophila arenaria Species 0.000 description 1
- 239000004593 Epoxy Substances 0.000 description 1
- 210000003127 Knee Anatomy 0.000 description 1
- 210000003491 Skin Anatomy 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 239000000969 carrier Substances 0.000 description 1
- 238000005266 casting Methods 0.000 description 1
- 230000001010 compromised Effects 0.000 description 1
- 230000000875 corresponding Effects 0.000 description 1
- 238000005520 cutting process Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 125000003700 epoxy group Chemical group 0.000 description 1
- 230000002349 favourable Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000002828 fuel tank Substances 0.000 description 1
- 238000010348 incorporation Methods 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000006011 modification reaction Methods 0.000 description 1
- 239000011120 plywood Substances 0.000 description 1
- 230000003252 repetitive Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 239000007921 spray Substances 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
- 230000000007 visual effect Effects 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
- B60F2301/00—Retractable wheels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
- B60F2301/00—Retractable wheels
- B60F2301/02—Retractable wheels slidably
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
- B60F3/00—Amphibious vehicles, i.e. vehicles capable of travelling both on land and on water; Land vehicles capable of travelling under water
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60F—VEHICLES FOR USE BOTH ON RAIL AND ON ROAD; AMPHIBIOUS OR LIKE VEHICLES; CONVERTIBLE VEHICLES
- B60F3/00—Amphibious vehicles, i.e. vehicles capable of travelling both on land and on water; Land vehicles capable of travelling under water
- B60F3/0007—Arrangement of propulsion or steering means on amphibious vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63C—LAUNCHING, HAULING-OUT, OR DRY-DOCKING OF VESSELS; LIFE-SAVING IN WATER; EQUIPMENT FOR DWELLING OR WORKING UNDER WATER; MEANS FOR SALVAGING OR SEARCHING FOR UNDERWATER OBJECTS
- B63C13/00—Equipment forming part of or attachable to vessels facilitating transport over land
Abstract
amphibious vehicle including a boat hull and a pair of undercarriage assemblies (24) associated with each of the forward and aft bulkheads spaced about a centreline of the hull. Each undercarriage assembly (24) has an extendable strut and a carriage wheel assembly at a lower end of the strut. An operating means is associated with each strut to extend the wheel assembly (24) from a stowed position to a deployed position capable of supporting the boat hull on a ground surface. A recess (13) formed in each side of the hull above the planing waterline, between the stem (14) and the forward bulkhead, receives each of the forward undercarriage assemblies (24) in the stowed position. The recesses are spaced apart so the stem remains intact and provides maximum strength to the boat hull, and the recesses having an opening that is located entirely above the planning waterline of the hull. An operating means is associated with each strut to extend the wheel assembly (24) from a stowed position to a deployed position capable of supporting the boat hull on a ground surface. A recess (13) formed in each side of the hull above the planing waterline, between the stem (14) and the forward bulkhead, receives each of the forward undercarriage assemblies (24) in the stowed position. The recesses are spaced apart so the stem remains intact and provides maximum strength to the boat hull, and the recesses having an opening that is located entirely above the planning waterline of the hull.
Description
AMPHIBIOUS VEHICLE
FIELD OF THE INVENTION
This invention relates to an amphibious vehicle. This invention has
particular application to an amphibious vehicle for use principally as a beachable
pleasure or work boat, and for illustrative purposes the invention will be described
with reference to this application. However, we envisage that this invention may
find use in other applications such as amphibious cargo vessel or landing craft.
BACKGROUND OF THE INVENTION
The reference to any prior art in this specification is not, and should not be
taken as, an acknowledgement or any form of suggestion that the referenced prior
art forms part of the common general knowledge in Australia.
Amphibious designs have advantages with safety in that the boat can just
drive in and out of the water at boat ramps without the user exiting the boat in any
way. Selected amphibians may also drive over sandbanks and the like.
AU 2004274363 B2 discloses a retractable leg assembly for an amphibious
vehicle, comprising an adapter fitting that is fastenable to a bow of the vehicle;
a leg that is pivotally connected to the fitting, and a linear actuator that is pivotally
connected with a pivotal connection both to the fitting and to the leg. The linear
actuator has a cylinder and an extendable rod, the cylinder being pivotally
connected to the fitting at or adjacent a rod end of the cylinder. The actuator is
configured to move the leg through an arc of travel (radial movement) from a
retracted position to an extended position, whereby the pivotal connection of the
actuator when extended, is located in front of the leg assembly, wherein the
actuator is movable about its pivotal connection in a manner ensuring that a force
exerted on the leg by the actuator in a direction that is tangential to the arc of travel
of the leg remains substantially optimal during a greater portion of the arc of travel.
The retractable leg assembly is a nose leg assembly located outside a hull of the
amphibious vehicle without moving through an overall streamline or watertight skin
of the hull, the actuator travelling in a recess provided in the hull.
AU 2002359096 B2 discloses an amphibious vehicle comprising:
a hull extending in an aft direction from a bow to a stem; a leg assembly
coupled to the bow, the leg assembly including:
a wheel assembly having a wheel for engaging and rolling upon a surface;
an actuator for automatically rotating the leg assembly in a clockwise
direction (radial movement) when viewing a starboard side of the hull to transition
the wheel from a stowed position in which at least a portion of the wheel is
disposed below a height of a top of the bow and in which at least a majority of the
wheel is above a waterline of the hull to an extended position in which at least a
portion of the wheel is disposed aft of a forward tip of the bow and in which at least
a majority of the wheel is below the waterline of the hull to at least partially support
the bow above the surface; and
a steering system connected to the wheel assembly and adapted to
selectively tum the wheel to provide controlled steerage to the hull while the hull
moves upon the surface.
Described embodiments have a stern wheel coupled to the stern for
engaging and rolling upon the surface, and a drive assembly for selectively rotating
the stern wheel to drive the hull in a selected direction upon the surface.
A disadvantage of radial movement is that the boat jolts backwards and
forwards as the legs act in a radial arc. Other designs using pivot movement are
relying on the strength of the pivot point, which is fine for small lightweight boats.
However, a larger, full bodied boat the single point of connection between boat
and leg may be an engineering issue in terms of point loading. The radial
movement is also under the heaviest pivot loading at the point of first contact with
the surface, long before the contact patch is under the pivot point.
US Patent 4008679 discloses an amphibious boat that overcomes the
radial movement problem. The hull of a motorboat is provided on its bottom with
three recesses disposed in a tricycle arrangement, each housing a retractable
landing wheel. At least one of the wheels is powered by a suitable fluid operated
motor. Shutters are provided operatively associated with the retractable wheel, to
close the wheel housing recesses each time the respective wheel is retracted in
the recess, thus re-establishing the continuity of the hull bottom.
The disadvantage of this arrangement is the complexity of the shutter
arrangement. The shutters must close positively and robustly to avoid peel forces
on a planing hull under way. The wheel wells must be purged of flooding to get
the boat up on to the plane, which requires additional horsepower to lift the weight
of the flooded chambers. The chambers must be vented to drain, meaning that
the chambers are necessarily flooded at rest, which in turn means that the
undercarriage working parts are substantially permanently immersed. The wheel
wells comprise a significant intrusion into the internal load spaces of the hull.
The tricycle undercarriages of the prior art are usually in the form of a one
forward, two aft configuration, to reflect the physical configuration of a typical hull
and to have regard to the dead weight of the motor on land. However, provision
of a wheel well on the forward centreline disrupts keel and/or keel to stem knee
region, a major contributor to forward hull strength and stiffness. This is
particularly so in the case of conventional frame and stringer construction, but is
also the case for monocoques built on partial bulkheads, which usually include
stiffening keel and or stem analogues that are compromised by a nose wheel well.
Tricycle undercarriages also have inherent roll-axis issues, tending designs to be
narrow forward to reduce weight at a distance from the centreline.
SUMMARY OF THE INVENTION
In one aspect the present invention resides broadly in an amphibious
vehicle including:
a boat hull having a substantially transverse forward bulkhead spaced from
a stem and a substantially transverse aft bulkhead forming a transom;
a pair of undercarriage assemblies on each of said forward and aft
bulkheads, spaced about a centreline of said hull, each undercarriage assembly
having an extendable strut and a carriage wheel assembly at a lower end of said
strut; and
operating means associated with each strut and adapted to cooperatively
cause said strut to move said wheel assembly from a first, stowed position
substantially above a waterline of the hull under way, and a second, deployed
position with the wheel assembly capable of supporting the boat hull on a ground
surface.
The hull above the waterline under way adjacent the forward bulkhead may
be relieved to either side of the keel provide a nesting recess into which the wheel
parks in the stowed position. This enables the track to be consistent between the
forward and aft pairs, while keeping the front track within the overall beam.
The transverse forward bulkhead may comprise port and starboard
bulkhead portions, each raked aft from a substantially vertical centreline or
collision bulkhead portion.
The transverse aft bulkhead may support a pod including spaced side walls
extending aft of the aft bulkhead and an extension of the hull planing surface aft
of the transom portions.
The undercarriage assembly may include resilient suspension means. The
resilient suspension means may be selected from one or more of spring
suspension and balloon tyres.
One or both pairs of the undercarriage assemblies may be steerable.
The undercarriage assembly may include a mounting portion secured to the
respective bulkhead, the extendable strut being secured to the mounting portion.
The extendable strut may be steerable relative to the mounting portion. The
mounting portion may include a suspension portion supporting the extendable
strut.
The extendable strut may comprise a double acting hydraulic ram.
One or more of the carriage wheel assemblies may include a hydraulic
motor. Each undercarriage assembly may be substantially identical apart from
being fitted for steering and/or a hydraulic motor. Each of the carriage wheel
assemblies may include a hydraulic motor.
The wheel assembly will generally be a wheel and hub per se, but may also
be selected from wheels bearing endless-track or belt assemblies.
The boat hull may comprise any hull construction included but not limited to
frame and stringer construction, monocoque or stringers on full and partial
bulkheads, frameless cold moulded and composite construction. The hull material
may be wood planking, laminated composite, plate metal such as steel or
aluminium, wood composite such as strip plank or cold moulded timber/epoxy, or
plywood. The boat may be a monohull or multihull vessel.
The transverse forward bulkhead may comprise a collision bulkhead,
anchor locker forward or aft wall or purpose-positioned bulkhead, or a bridge
mounted bulkhead on a multihull. The hull above the waterline under way may be
relieved to provide a nesting recess into which the wheel may park in the stowed
position. This permits the use of a front track dimension that is within the beam
dimension of the vessel. The relief of the hull is preferably watertight. The
transverse forward bulkhead may comprise a substantially plane, vertical
bulkhead. The transverse bulkhead may comprise port and starboard bulkhead
portions, each raked aft from a substantially vertical centreline or collision
bulkhead portion. The raking aft of the respective bulkhead portions may allow
greater steering movement as described hereinunder.
The transverse aft bulkhead may form a raked or countered transom or may
be substantially plumb to the keel line or centreline under way. The transverse aft
bulkhead may support a pod including spaced side walls extending aft of the aft
bulkhead. The extendable struts may be secured to the side walls to be supported
on the transom. Preferable the struts are bolted directly to the transom.
The pod may comprise an extension of the hull planing surface aft of the
transom portions. The planing surface extension may substantially continue at the
deadrise of the adjacent hull at the transom or may flatten out. The pod may
comprise a motor-supporting buoyant enclosure or motor well in outboard motor
boats. Alternatively, the pod may mount a leg in the case of an inboard stern drive
arrangement or a fin or skeg supported rudder in the case of a shaft drive inboard
engine arrangement.
The spaced side walls are preferably substantially parallel to make
mounting of the struts for substantially vertical operation most straightforward.
However, this ease is not prejudiced by the walls having some convergence in the
aft direction. The walls may diverge upwardly if an increasing buoyancy cross
section is required.
The respective pairs of extendable struts may be assembled to the forward
bulkhead and transom by bolting or like assembly methods. There are strength
advantages to this as well as ease of future maintenance. In the case of steel or
aluminium bulkheads or transom, the bulkhead or transom may be fabricated to a
strut upper component by welding, the bulkhead or transom incorporated into the
hull structure, and the relatively-moving hydraulic components being assembled
to the strut upper component. In order to provide sufficient travel, the upper portion
of the strut may protrude above the normal deck level. This may be braced at the
upper end (in the case of the forward struts) by extending the hull sides at the bow,
and decking-in. Alternatively, the upper portions may be allowed to protrude. The
protruding portions may be ascribed additional functions such as acting as twin
Samson posts forward and post cleats aft.
The struts may comprise telescopic struts comprising extruded aluminium,
which helps with keeping tolerances close, as the aluminium is extruded through
a die which reproduces a product to exacting specifications over a specific length.
The process is also a lot cheaper than casting the aluminium. The extruded strut
components may be formed in a way to include slots for mounting linear bearing
slides, recesses for bolt heads and inner chambers for running hosing and the like
separate to other components. The extruded strut components in assembly may
be articulated to provide for steering and/or aligning the ground transport
assembly.
A hollow telescoping strut may have componets such as hosing for motors
and hydraulic rams directed internally up the leg instead of running outside with
the ability to get caught on structures as the leg is retracted or extended.
The respective pairs of extendable struts may comprise a hydraulic strut
where the substance of the strut is its hydraulically operated parts. Alternatively,
the strut may comprise structural parts operated by separable hydraulic actuators.
The struts may be air, compressed-gas or vacuum-operated struts. The struts
may be single stage, double acting struts. Alternatively, the struts may include two
or more stages to reduce overall length for a given range of movement of the wheel
assembly. For example, the forward struts may have a two stage extension which
has a hydraulic ram bringing down the outer extrusion as well as the inner
extrusion, then the second stage is the inner extrusions coming down separately.
This two stage process requires an extra hydraulic ram to operate the first stage,
but will mean that all rams can be shorter in length, lowering overall height.
One or both of the forward or aft pair of struts may be steerable. The
steering may be effected by rotation of the strut in a strut housing. Alternatively,
the steering angular motion may be provided between the telescopic sections of
the strut. The steering may be coupled to a motor, leg or rudder steering system
associated with the hull, or may be an independent wheel or joystick. Steering of
the wheel assemblies may be linked with the steering of an outboard motor. An
advantage of this is that the same helm wheel is used for both land and sea
operations.
The front and rear wheel/strut assemblies may be manufactured using the
same componentry, creating a more repetitive process and cutting down on costs.
The track width of the front wheels may be comparable with the rear track to
provide maximum stability.
The struts may comprise a selectively extendable wheel assembly made
steerable by pivoting to a mounting portion adapted to be secured to the respective
bulkhead. The mounting portion may include a resilient suspension component
acting along the pivot axis. Alternatively, the pivot may be axially fixed relative to
the mounting portion, wherein suspension may be associated with the extendable
wheel assembly or may be provided by balloon tyres.
The operating means will be selected according to the nature of the strut
operating parts such as air operation or hydraulic operation. For hydraulic
operation, this may be a self-contained electric-over-hydraulic system operable
from the boat’s electrical supply. Alternatively, the operating means may be a
hydraulic power pack driven by the boat engine or an auxiliary engine. The
operating means may include positive mechanical locking of the struts in the
deployed position, which mechanical locks may be disengaged only when stowing
movement is positively selected via the operating means. In some embodiments,
the locks may be configured whereby the locks will only disengage when the struts
are in the unloaded condition.
The struts may include suspension means such as a coaxial coil spring
section. For example, the strut may comprise a coil spring over shock absorber
strut, contained within the length of a leg assembly. The coil spring may
alternatively form the upper portion of the suspension. A spring style suspension
can be incorporated high in the leg, to keep the components away from constant
spray of salt water. However, as this adds to strut length, it is preferred to provide
coil and strut suspension concentrically. Where the strut is unsprung or limited
springing, suspension may be provided in the form of low pressure balloon tyres
on the wheels. The bigger heavier boats may be provided with suspension,
whereas the lighter boats may not require it.
The wheel assembly located at the strut lower ends may be a driven wheel
or an idler wheel. Driven wheels may be pressurized fluid motor hubs built in to
the strut lower end, or may be a separable pressurized fluid motor assembled to
the strut lower end. The pressurized fluid motor may comprise a hydraulic motor
or a pneumatic motor.
The hydraulic motor may be housed in a motor housing to not only protect
the motor from the salt water environment, but also to form a structural part of the
componentry, allowing the motor to be strongly mounted to the strut assembly.
The motor housing being a structural part of the strut assembly means that even
if the leg doesn’t have a drive motor attached it is still manufactured as standard,
leaving the ability for the customer to upgrade to incorporate a drive motor at a
later date with minimal fuss as the housing and mounting holes are already there.
The pressurized fluid motor may be powered by a power pack operating
independently of the main boat engine. Alternatively, the power pack may be
driven off the main or auxiliary marine engine, provided that this is provided with
radiative cooling means to provide at least a limited amount of overland operation.
For example, the freshwater cooling system may comprise keel pipes having a
finned portion for in-air use. The power pack may provide both motive force for
the wheels and the operating means for the struts. In this case there is preferably
provided a proportioning valve and/or lock-out whereby the wheels cannot be
engaged for rotation unless the struts are locked in a fully deployed position.
Where an auxiliary motor is provided for a petrol outboard powered boat,
this may comprise an unleaded auxiliary motor using the same fuel tank as the
outboard motor. Auxiliary motor and pump may be mounted inside the rear lounge
and may also be recessed under the floor to keep the weight of the motor as low
as possible. The lounge motor box may be provided with appropriate sound and
thermal insulation and positive air circulation for air cooling.
The wheels may be mounted on axles located substantially at the extending
axis of the strut. However, the strut lower end may include means to impose a
trailing position of the axle. For example, the strut lower end may include an offset
aft of the axle such that a wheel and tyre mounted on the axle may be lifted clear
of the deadrise at the transom without the tyre fouling the transom lower edge.
BRIEF DESCRIPTION OF THE DRAWINGS
The invention will be described with reference to the following non-limiting
embodiment of the invention as illustrated in the drawings and wherein:
Fig. 1 is a side view of apparatus in accordance with the present invention,
undercarriage operatively raised;
Fig. 2 is a side view of the apparatus of Fig. 1, undercarriage operatively
lowered;
Fig. 3 is a front view of the apparatus of Fig. 1, undercarriage operatively
retracted;
Fig. 4 is a plan view of the apparatus of Fig. 1, illustrating the steerable
geometry of the front undercarriage;
Fig. 5 is a rear view of the apparatus of Fig. 1, left undercarriage operatively
lowered and right undercarriage operatively raised;
Fig. 6 is a plan view of the apparatus of Fig. 5;
Fig. 7 is an exploded detail view of a steerable right rear undercarriage;
Fig. 8 is an exploded detail view of a wheel and leg assembly, wheel motor
exposed;
Fig. 9 is an exploded detail view of mounting body assembly incorporating
spring suspension;
Fig. 10 is a view of a sprung wheel and leg assembly suitable for use in the
apparatus, operatively retracted;
Fig. 11 is a view of the wheel and leg assembly of Fig. 10, operatively
deployed;
Fig. 12 is a view of an unsprung wheel and leg assembly suitable for use in
the apparatus, operatively retracted;
Fig. 13 is a view of the wheel and leg assembly of Fig. 12, operatively
deployed;
Fig. 14 is a front view of a leg assembly showing hydraulic hosing inside
the leg; and
Fig. 15 is a front view of a leg assembly showing hydraulic hoses being
directed to the top of the leg.
In the figures there is provided an amphibious vehicle including a plate
aluminium planing boat hull 10 having high topsides forward 11. The forward
scantlings include a transverse collision bulkhead 12. The topsides forward 11
have formed therein a pair of recesses 13 disposed each side of the stem 14, with
the outer end of each recess defining an opening 13a in the hull. An anchor locker
is drained by drain hole 16. The transverse collision bulkhead 12 has port and
starboard raked portions 18 to promote wheel articulation as described hereunder.
A transom assembly includes port 17 and starboard 20 transom portions of
an aft bulkhead and located at either side of a central pod 21 comprising a buoyant
motor or stern leg mount and extending the planing surface 22 of the hull aft. The
pod 21 has substantially vertical side wall portions 23.
The collision bulkhead raked wings 18 and the port 17 and starboard 20
transom portions support bolted-on respective pairs of spaced extendable strut
and wheel assemblies 24. The extendable wheel assemblies 24 as illustrated in
Figs. 1 to 6 are best described by Figs. 8 to 11 in their detail.
As illustrated in Figs. 8 to 11, an extendable wheel assembly 24 comprises
a mounting bracket 25 secured to a respective raked wing 18 or transom portion
17, 20 by bolts 26. A coil spring over shock absorber assembly 27 is bolted into
the mounting bracket 25 and includes a transmission plate 30 locked to a pair of
spaced suspension rods 31. The spaced suspension rods 31 are bushed into the
top 32 and bottom 33 walls of the mounting bracket 25, the suspension rods 31
extending through the bottom wall 33 by an extent to provide for suspension travel,
limited by limit stop 35.
The upper ends of the suspension rods are secured to a header assembly
36 via cantilever bracket 56. The header assembly 36 forms the upper mount for
a wheel strut assembly 37 consisting of double acting hydraulic ram 40 having an
upper piston 41 secured to the header assembly 36 by nut 42, and a lower cylinder
43 secured to a strut casing 44 by bolting plate 45. The strut casing 44 is of square
section and passes through the centre of a bearing pack assembly 46 having
upper and lower bearing pack retainers 47 mounted slidably to the suspension
rods 31 within the bracket 25 and mutually spaced by square-bore spacers 50.
Upper and lower cap bolt plates 51 secure the upper and lower bearing pack
retainers 47 to the stack of square-bore spacers 50.
The square bore spacers 50 may have an outer bearing surface where the
assembly is steerable, as per Fig. 7, showing a steerable rear leg embodiment on
a raked starboard transom portion 20. The upper cap bolt plate 51 in this
embodiment has a crank arm 52 interoperable with a corresponding portside crank
arm 53 by steering rod 54 and hydraulic double acting steering ram 55.
A non-steering embodiment may be a steering embodiment such as that
illustrated in Fig. 7, rendered inoperable to steering by bolting the crank arm 52 to
the upper plate 47 through a bolt hole. The bolt hole in the plate 47 may be a
slotted hole to permit alignment adjustment of the non-steering embodiment before
tightening the bolt.
The strut casing 44 may have internals supporting a driven wheel 57
mounting a balloon tyre 60, as illustrated in Fig. 8. The lower end of the strut
casing 44 has a wheel carrier assembly 61 having a hydraulic motor 62.
With specific reference to Fig 5 and Fig 6, these are rear and top view of
rear wheels showing different stages of the leg extending. Also this shows the
wheel at a retracted point above the bottom of the hull to allow for clearance of the
hull for seagoing use when under way. The top view Fig. 6 shows the pod and
outboard motor mounted between the leg assemblies. No allowance for rear
steerage has been given on the top view so the wheels can hug the rear bulkhead.
If steerage is allocated for the rear wheels the bulkhead may be of an angled
design as illustrated in Fig. 7, or the assembly lengthened to allow clearance.
With specific reference to Fig 7, the bearing pack design allows the
hydraulic leg to go up and down and turn in the housing and be well supported
during its operation. The inner of the bearings are square and fit the shape of the
square leg with close tolerance. The leg may be turned in a controlled fashion
because the outer of the bearings are round and fit a round housing.
The inner bearings fit inside the housing with larger bearings sitting on top
and underneath the housing on the flat of the structure. Metal plates then join the
whole assembly together via bolts going through the entire pack, which creates
strength within the assembly.
When the metal plates are turned via a hydraulically operated shaft,
steerage of the leg is achievable as the square inner shape of the bearing moves
the square leg. If the shaft is connected in the same way to another parallel leg,
then both legs and wheel assemblies can be turned in a controlled fashion. As
both front and rear leg assemblies are of the same design they both have the
ability to be steered.
It is favourable to steer the front set of wheels only but could be optional to
be four-wheel steer. The set of wheels that are not steered can be set for
alignment using the same turning principle, but locked when wheel alignment is
achieved.
In the specific embodiment of Fig. 8 the strut casing 44 is comprised of
extruded square tube with the hydraulic ram 40 mounted inside and sealed at the
top from water ingress. The square strut casing 44 is attached to the motor
housing, which allows the hydraulic motor to be mounted inside, and sealed front
and rear from water ingress. All hosing supplying the hydraulic parts are run
internally and exit using means which allow the working parts to be fully sealed. A
hub and wheel are then bolted to the drive motor. The assembly design should be
kept the same regardless of whether the wheel is driven or not so owners can
upgrade to extra drive motors at a later point. Favourably drive motors should be
mounted on the rear legs, but can also be mounted on the front to give three or
four wheel drive.
In the embodiment of Fig 9, the exploded view shows the main structural
body, which holds all the components of the leg, is mounted to the forward and aft
main bulkheads. This mounting body is shown with stainless steel shafts, top ram
mounting assembly, and suspension components.
In Fig 10 and Fig 11, this shows the leg in its entirety with both retracted
and extended views. The leg assembly is extended and retracted via a hydraulic
ram mounted inside the leg. The main bearing pack and housing slide up and
down the two stainless steel shafts mounted within the structural body. This
movement allows the leg to be well supported when it is extended all the way
down, but also allows the wheel to be retracted up out of the water above the
planing surface of the hull. The steering arm of the main bearing pack has
clearance to allow for full steering movement regardless of the extension or
retraction of the leg. This is necessary so the steering can be integrated with the
outboard motor steering allowing for easier usability via the same steering wheel.
The hydraulic ram is mounted at the top via the structure at the head. This
structure solidly mounts to the two stainless steel shafts going through the
structural body. At the lower end of the stainless steel shafts is a solid mounting
for the suspension shaft, which is attached with adjustable means to a coil-over
shock absorber. None of these shafts are solidly mounted to the main structural
body.
The shock absorber is contained in a sealed housing which allows the shaft
to enter at the bottom via a waterproof seal. This shock absorber housing is solidly
mounted to the main body. All the shafts are joined in unison so when the wheels
extend to the ground and the weight of the boat is taken up the force is exerted in
an upward direction with the coil-over shock absorber taking the entire load. The
main stainless steel shafts need to be extended through the bottom of the body so
as to allow for suspension travel.
The main bearing pack housing is contained between the plate at the top
of the leg pushing down, and the plate at the bottom for the suspension shaft. So
if the wheel goes over a bump all leg components go up and down as one, which
alleviates excessive wear.
In the alternative embodiment of Fig 12 and Fig 13, there is a view of an
extended and retracted leg with no suspension other than the flexing of the tyre
wall 60. The two stainless steel suspension struts 31 and the header assembly
36 and cantilever bracket 56.are solidly mounted to the main structural bracket 25,
which only allows movement up and down via the hydraulic ram 40. Some
structural components may need to be stronger to allow for the lack of give in the
leg as a unit. This option is a cost effect way of setting up the leg assembly. Most
components are still common to a suspension system so this style of leg can be
upgraded.
In the embodiment of Fig 14, there is a front view of the leg assembly
showing hydraulic hosing 70 inside the leg. These are two examples of how the
hosing can be run depending on the application. First example shows hosing being
directed to the bottom of the leg and being run out through the end keeping the
legs sealed from water ingress.
In the embodiment of Fig 15, a second example shows hydraulic hoses 71
being directed to the top of the leg. Both means are acceptable depending on how
effective the exterior hosing can be joined up and still allow full movement of the
leg.
The respective telescoping and wheel motor operation is controlled by a
single hydraulic power pack driven by an auxiliary air cooled engine. The power
pack provides both motive force for the wheels and the operating means for the
struts. There is provided a proportioning valve whereby the wheels cannot be
engaged for rotation unless the struts are in a fully deployed position. The auxiliary
motor is petrol fuelled to be of common fuel with a petrol outboard engine. The
auxiliary motor and pump is mounted inside the rear lounge (not shown) and is
recessed under the floor to keep the weight of the motor as low as possible.
Apparatus in accordance with the foregoing embodiments have specific
advantages. This invention allows for the incorporation of modern automotive
suspension techniques to be utilized in an amphibian leg design. This invention
allows for the use of a large volume vessel to be used as a basis for the amphibian
model. This invention can be a very effective off road vehicle, utilizing four-wheel
drive, four-wheel independent suspension and four wheel steering. It can utilize
off-the-shelf components, which ultimately result in cost savings, because of the
fully sealed housing designs within the assembly. This sealed design opens more
possibilities as far as driving both ram and wheel by means other than hydraulics,
e.g. electric, pneumatics. It uses design which allows the driver of the vessel to
visually see what is happening with the legs at all times, because of movement of
the head as a part of the suspension during operation, and the top of the leg being
visual as it retracts into the head when fully up. The keel line is not penetrated by
any of the undercarriage parts, contributing to structural integrity as a vessel.
The wider the footprint from boat to ground, the better stability. So with two
leg and wheel assemblies integrated into the front nose a larger volume boat can
be safely used because of the wider wheel track.
The type of boat that will gain from the amphibious design is the everyday
user style of boat with large volume, high sides and width that can accommodate
families and give a feeling of safety.
With the safety aspect in mind the commercial success of the product
should be directed at the everyday family/boatie who require a large volume boat
as a basis, which the linear style retractable legs are suited for. The embodied
designs would also attract commercial and rescue operators because of its unique
ability in the marine environment.
It will of course be realised that while the above has been given by way of
illustrative example of this invention, all such and other modifications and
variations thereto as would be apparent to persons skilled in the art are deemed
to fall within the broad scope and ambit of this invention as is set forth in the claims
appended hereto.
Claims (14)
1. An amphibious vehicle including: a boat hull having a substantially transverse forward bulkhead spaced from a stem and also having a substantially transverse aft bulkhead forming a transom; a pair of undercarriage assemblies associated with each of said forward and aft bulkheads, each undercarriage assembly having a linearly extendable strut assembly and a carriage wheel assembly at a lower end of said extendable strut assembly, a forward pair of said undercarriage assemblies each being supported on a forward face of said forward bulkhead and spaced about a centerline of said hull with each extendable strut assembly being selectively operable to move a carriage wheel of said carriage wheel assembly between (i) a deployed position so as to be operable for supporting said hull on a surface and (ii) a retracted position, the spacing of said forward pair of undercarriage assemblies and the length of said extendable strut assemblies being selected to locate said carriage wheel above a planing waterline of said hull in said retracted position, an aft pair of said undercarriage assemblies being supported on an aft face of said transom; and a pair of recesses, each said recess spaced athwart said stem to leave the stem unbroken, each said recess formed in a respective side of said hull and having received therein a portion of a respective undercarriage assembly of said forward pair of undercarriage assemblies, each said recess also being watertight to the inside of said hull and having an end defining an opening in said hull which is located entirely above said planing waterline of said hull.
2. The amphibious vehicle according to claim 1, wherein the transverse forward bulkhead comprises port and starboard bulkhead portions, each raked aft from a substantially vertical centerline or collision bulkhead portion.
3. The amphibious vehicle according to claim 1, wherein the transverse aft bulkhead supports a pod including spaced side walls extending aft of the aft bulkhead and an extension of the hull planing surface aft of the transom.
4. The amphibious vehicle according to claim 1, wherein each undercarriage assembly includes one or both of a spring suspension and a balloon tyre.
5. The amphibious vehicle according to claim 1, wherein one or both pairs of said undercarriage assemblies are steerable.
6. The amphibious vehicle according to claim 1, wherein each undercarriage assembly includes a mounting portion secured to the respective bulkhead, said extendable strut assembly being secured to said mounting portion.
7. The amphibious vehicle according to claim 6, wherein said extendable strut assembly is steerable relative to said mounting portion.
8. The amphibious vehicle according to claim 6, wherein said mounting portion includes a suspension portion supporting said extendable strut assembly.
9. The amphibious vehicle according to claim 6, wherein said extendable strut assembly comprises a double acting hydraulic ram.
10. The amphibious vehicle according to claim 6, wherein one or more of said carriage wheel assemblies includes a hydraulic motor.
11. The amphibious vehicle according to claim 10, wherein each said undercarriage assembly is substantially identical apart from being fitted for steering or a hydraulic motor.
12. The amphibious vehicle according to claim 10, wherein each said carriage wheel assembly includes a hydraulic motor.
13. The amphibious vehicle according to claim 1, wherein said respective pairs of undercarriage assemblies have substantially the same track width.
14. The amphibious vehicle according to claim 1 wherein the carriage wheel of each of said forward pair of said undercarriage assemblies in the retracted position includes a portion which protrudes from the respective recess.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU2011904513A AU2011904513A0 (en) | 2011-10-28 | Amphibious vehicle | |
AU2011904513 | 2011-10-28 | ||
PCT/AU2012/001308 WO2013059875A1 (en) | 2011-10-28 | 2012-10-28 | Amphibious vehicle |
Publications (2)
Publication Number | Publication Date |
---|---|
NZ625541A NZ625541A (en) | 2016-08-26 |
NZ625541B2 true NZ625541B2 (en) | 2016-11-29 |
Family
ID=
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