WO2006067458A2 - Improvements in and relating to amphibious vehicle power trains - Google Patents

Improvements in and relating to amphibious vehicle power trains Download PDF

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Publication number
WO2006067458A2
WO2006067458A2 PCT/GB2005/005001 GB2005005001W WO2006067458A2 WO 2006067458 A2 WO2006067458 A2 WO 2006067458A2 GB 2005005001 W GB2005005001 W GB 2005005001W WO 2006067458 A2 WO2006067458 A2 WO 2006067458A2
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle power
power train
amphibious vehicle
engine
speed change
Prior art date
Application number
PCT/GB2005/005001
Other languages
French (fr)
Other versions
WO2006067458A3 (en
Inventor
Glen Michael Jeffery
Hans Weekers
Simon James Longdill
Stephen John Briggs
Original Assignee
Gibbs Technologies Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to DE602005026451T priority Critical patent/DE602005026451D1/en
Priority to EP05850643A priority patent/EP1833689B1/en
Priority to AU2005317882A priority patent/AU2005317882A1/en
Priority to US11/793,936 priority patent/US8454398B2/en
Priority to JP2007547649A priority patent/JP4712815B2/en
Priority to AT05850643T priority patent/ATE498498T1/en
Application filed by Gibbs Technologies Ltd filed Critical Gibbs Technologies Ltd
Publication of WO2006067458A2 publication Critical patent/WO2006067458A2/en
Publication of WO2006067458A3 publication Critical patent/WO2006067458A3/en
Priority to US13/907,714 priority patent/US9764611B2/en
Priority to US15/707,533 priority patent/US10744829B2/en
Priority to US16/992,037 priority patent/US11472245B2/en
Priority to US17/963,064 priority patent/US20230286339A1/en

Links

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
    • 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
    • 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
    • B60F3/003—Parts or details of the vehicle structure; vehicle arrangements not otherwise provided for
    • B60F3/0053—Particular devices for gas circulation, e.g. air admission, cooling, water tightners
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles

Definitions

  • the present invention relates to amphibious vehicles and in particular to power trains for such vehicles .
  • an engine is arranged so that its crankshaft drives a gearbox from which road and marine drive outputs are taken .
  • the road drive is turned through an angle of up to 90 ° by means of a bevel gearbox so as to provide an upwardly angled drive to a continuously- variable transmission (CVT) speed change unit of the sort having two pulleys interconnected by a belt , which belt runs in a substantially horizontal plane .
  • the output of the CVT unit then by means of a further substantially vertical shaft drives a differential coupled to the rear road wheels .
  • a problem with the aforesaid arrangement is that the provision of the CVT unit much above the crankshaft axis tends to cause vibration; while the location of the CVT unit weighing up to say 30kg increases the amphibious vehicle ' s top weight . This in turn raises the vehicle ' s centre of gravity and increases its metacentric height , which deleteriously affects vehicle handling on both land and water .
  • the present invention provides an amphibious vehicle power train as claimed in claim 1.
  • This improved power train arrangement retains the advantages of the prior arrangement in packaging terms , with reduced vibration and improved weight distribution .
  • retractable wheels are provided, it is desirable for such wheels to be clear of water when the vehicle banks into turns on water .
  • the geometry of wheel retraction may force the differential (s) to be mounted well above the bottom of the hull ; particularly where a deep vee hull is provided to optimize vehicle handling on water .
  • Prior art marine drives such as Aquastrada (US 5 , 562 , 066) and Simpson (GB 2 , 134 , 857) comprise angled drives to the marine drive , which can waste power and create vibration and durability problems .
  • Figure 1 is a schematic side elevation of a power train for an amphibious vehicle
  • Figure 2 is a schematic side elevation of a power train for an amphibious vehicle incorporating a reduction gearbox on the engine output shaft ;
  • Figure 3 is a schematic side elevation of an alternative configuration of power train for an amphibious vehicle .
  • Figure 4 is a schematic plan elevation of the alternative version of the power train as illustrated in Figure 3.
  • engine 2 supplies drive via output shaft 4. Continuously Variable Transmission
  • CVT input member 6 is mounted on the end of the engine output shaft 4 , and connected to a CVT output member 8 via drive belt 10.
  • the CVT output member 8 is provided with a CVT output shaft 12 , which drives a bevel gearbox 14 driving down to a differential 20 with a vertical input 18.
  • the CVT input and output members 6 , 8 and drive belt 10 form a speed change transmission 11.
  • the marine propulsion unit 24 receives drive via marine driveshaft 22.
  • Figure 2 illustrates the power drive of Figure 1 with a reduction gearbox 26 provided on engine output shaft 4.
  • This figure also shows a four-wheel -drive system, with drive taken forward from CVT output member 8 through driveshaft 32 to a forward bevel gearbox 34 , which in turn drives front wheels (not shown) through differential 40 with vertical input 38.
  • Figure 3 shows an alternative embodiment of the power train, with ' the differential 20 placed at the back of the CVT output shaft 12 , with driveshafts 27 driving down to wheel driveshafts 28 by chains or belts 30.
  • Figure 4 is a schematic plan elevation of the alternative version of the power train as illustrated in Figure 3.
  • the transmission layout may in a further embodiment be used with a transverse engine ; or even with a vertical crankshaft engine , as is known in marine prior art .
  • an engine output shaft separate to an engine crankshaft is shown, said output shaft may be the engine crankshaft ; or the prime rotating shaft of an electric motor .
  • the transmission output shaft 12 is above the level of the top of the engine ; broadly a prime mover; or at least above all rotating parts thereof .
  • the transmission output shaft may be directly above the input shaft , which is the engine output shaft
  • the output shaft may be laterally offset relative to the input shaft , enabling a lower centre of gravity by running the forward drive shaft alongside at least some parts of the prime mover .
  • a centre differential is connected to the forward driveshaft 32 , to enable speed difference and torque division between front and rear axles .
  • the marine propulsion unit 24 is shown diagrammatically, since it may comprise one or more j et drives .
  • the reduction gearbox 26 is shown as being between the engine and both road and marine drives ; but in another embodiment (not shown) , it is connected only to the marine drive . In a further embodiment (not shown) , the reduction gearbox is connected only to the road drive .
  • a speed increase gearbox may be used instead; or even a range change gearbox, particularly where all road wheels are driven .
  • a separate reversing drive may be supplied, as shown in the applicant ' s co-pending application no . GB0422954.8 ( item 110 , figure 6) . Clutches or decouplers may be fitted to the road or marine drive , or to both .
  • the power train layout described is essentially tall and narrow, it is particularly suited to a vehicle with passenger seating (not shown) arranged above the power train; more particularly, in line astern . It is also particularly suited to a vehicle whose road wheels are retractable above the vehicle water line to reduce hydrodynamic drag when the vehicle is used on water .
  • the wheel retraction may be at an angle to the road going position, as shown in the applicant ' s co-pending application no . GB0422954.8 ( figure 1 ) .
  • the seating and wheel retraction arrangements described above are particularly suited to a planing vehicle ; and especially to a planing vehicle with a deep vee hull .
  • the speed change transmission unit may be a conventional manual gearbox; a semi -automated manual gearbox; or a fully automatic transmission with torque converter and hydraulic drive , as is well known in road vehicles .
  • the term engine may mean an internal combustion engine , but the transmission layout described could be found equally suitable to an external combustion engine , or indeed to a fuel cell and motor combination .

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Of Transmissions (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Friction Gearing (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Transmission Devices (AREA)
  • Transmissions By Endless Flexible Members (AREA)
  • Paints Or Removers (AREA)
  • Artificial Filaments (AREA)
  • Addition Polymer Or Copolymer, Post-Treatments, Or Chemical Modifications (AREA)

Abstract

An amphibious vehicle power train having an engine (2) with an output shaft (4), driving an input member (6) of a variable speed change transmission (11). The speed change transmission, which may be a continuously variable transmission is arranged to drive road wheels through an output member (8). The engine also drives a marine propulsion unit (24). The axis of the output member (8) is above the axis of the input member (6). Four wheel drive may be provided (Figure 2).

Description

Improvements in and relating to Amphibious Vehicle
Power Trains
The present invention relates to amphibious vehicles and in particular to power trains for such vehicles .
In one power train layout for an amphibious vehicle , as described, in the applicant ' s co-pending application no . GB0422954.8 , an engine is arranged so that its crankshaft drives a gearbox from which road and marine drive outputs are taken . The road drive is turned through an angle of up to 90 ° by means of a bevel gearbox so as to provide an upwardly angled drive to a continuously- variable transmission (CVT) speed change unit of the sort having two pulleys interconnected by a belt , which belt runs in a substantially horizontal plane . The output of the CVT unit then by means of a further substantially vertical shaft drives a differential coupled to the rear road wheels .
A problem with the aforesaid arrangement is that the provision of the CVT unit much above the crankshaft axis tends to cause vibration; while the location of the CVT unit weighing up to say 30kg increases the amphibious vehicle ' s top weight . This in turn raises the vehicle ' s centre of gravity and increases its metacentric height , which deleteriously affects vehicle handling on both land and water .
Accordingly, the present invention provides an amphibious vehicle power train as claimed in claim 1. This improved power train arrangement retains the advantages of the prior arrangement in packaging terms , with reduced vibration and improved weight distribution . Where retractable wheels are provided, it is desirable for such wheels to be clear of water when the vehicle banks into turns on water . The geometry of wheel retraction may force the differential (s) to be mounted well above the bottom of the hull ; particularly where a deep vee hull is provided to optimize vehicle handling on water . The power train claimed >allows the road drive to leave the speed change transmission at a level above the engine output shaft , which in turn allows the mass of the engine to be kept low in the vehicle . This keeps the centre of gravity low, and maximizes metacentric height . These effects minimize vehicle roll and maximize stability on both land and water .
Where the marine drive is level with the engine output shaft , this ensures a substantially straight run from the engine output shaft to the marine drive . Prior art marine drives such as Aquastrada (US 5 , 562 , 066) and Simpson (GB 2 , 134 , 857) comprise angled drives to the marine drive , which can waste power and create vibration and durability problems .
It should be noted that wherever a speed change transmission is referred to hereinafter in this specification, this is a variable speed transmission offering a plurality of ratios of input member speed to output member speed .
Reference will now be made to embodiments of the invention illustrated in the accompanying drawings , by way of example only.
Figure 1 is a schematic side elevation of a power train for an amphibious vehicle ; Figure 2 is a schematic side elevation of a power train for an amphibious vehicle incorporating a reduction gearbox on the engine output shaft ;
Figure 3 is a schematic side elevation of an alternative configuration of power train for an amphibious vehicle ; and
Figure 4 is a schematic plan elevation of the alternative version of the power train as illustrated in Figure 3.
With reference to Figure 1 , engine 2 supplies drive via output shaft 4. Continuously Variable Transmission
(CVT) input member 6 is mounted on the end of the engine output shaft 4 , and connected to a CVT output member 8 via drive belt 10. The CVT output member 8 is provided with a CVT output shaft 12 , which drives a bevel gearbox 14 driving down to a differential 20 with a vertical input 18. The CVT input and output members 6 , 8 and drive belt 10 form a speed change transmission 11.
The marine propulsion unit 24 receives drive via marine driveshaft 22.
Figure 2 illustrates the power drive of Figure 1 with a reduction gearbox 26 provided on engine output shaft 4. This figure also shows a four-wheel -drive system, with drive taken forward from CVT output member 8 through driveshaft 32 to a forward bevel gearbox 34 , which in turn drives front wheels (not shown) through differential 40 with vertical input 38. Figure 3 shows an alternative embodiment of the power train, with ' the differential 20 placed at the back of the CVT output shaft 12 , with driveshafts 27 driving down to wheel driveshafts 28 by chains or belts 30.
Figure 4 is a schematic plan elevation of the alternative version of the power train as illustrated in Figure 3.
Although a longitudinally mounted "North-South" engine is shown, the transmission layout may in a further embodiment be used with a transverse engine ; or even with a vertical crankshaft engine , as is known in marine prior art . Although an engine output shaft separate to an engine crankshaft is shown, said output shaft may be the engine crankshaft ; or the prime rotating shaft of an electric motor .
The transmission output shaft 12 , as shown in Figure 1 , is above the level of the top of the engine ; broadly a prime mover; or at least above all rotating parts thereof . The transmission output shaft may be directly above the input shaft , which is the engine output shaft
4 , to allow a forward drive shaft 32 to pass above the engine . In a further embodiment , the output shaft may be laterally offset relative to the input shaft , enabling a lower centre of gravity by running the forward drive shaft alongside at least some parts of the prime mover .
In another embodiment , a centre differential is connected to the forward driveshaft 32 , to enable speed difference and torque division between front and rear axles .
The marine propulsion unit 24 is shown diagrammatically, since it may comprise one or more j et drives . The reduction gearbox 26 is shown as being between the engine and both road and marine drives ; but in another embodiment (not shown) , it is connected only to the marine drive . In a further embodiment (not shown) , the reduction gearbox is connected only to the road drive . Depending on the characteristics of the prime mover chosen, a speed increase gearbox may be used instead; or even a range change gearbox, particularly where all road wheels are driven . Where a CVT is used without a reverse gear, a separate reversing drive may be supplied, as shown in the applicant ' s co-pending application no . GB0422954.8 ( item 110 , figure 6) . Clutches or decouplers may be fitted to the road or marine drive , or to both .
As the power train layout described is essentially tall and narrow, it is particularly suited to a vehicle with passenger seating (not shown) arranged above the power train; more particularly, in line astern . It is also particularly suited to a vehicle whose road wheels are retractable above the vehicle water line to reduce hydrodynamic drag when the vehicle is used on water . The wheel retraction may be at an angle to the road going position, as shown in the applicant ' s co-pending application no . GB0422954.8 ( figure 1 ) .
The seating and wheel retraction arrangements described above are particularly suited to a planing vehicle ; and especially to a planing vehicle with a deep vee hull .
It will be appreciated that various changes may be made to the above described embodiment without departing from the fundamental inventive concept . For example , the speed change transmission unit may be a conventional manual gearbox; a semi -automated manual gearbox; or a fully automatic transmission with torque converter and hydraulic drive , as is well known in road vehicles . The term engine may mean an internal combustion engine , but the transmission layout described could be found equally suitable to an external combustion engine , or indeed to a fuel cell and motor combination .

Claims

Claims
1. An amphibious vehicle power train comprising an engine having an engine output shaft arranged to drive a marine propulsion unit , a variable speed change transmission and road wheels , the speed change transmission having an input member and a first output member arranged to interact with the input member, the first output member having an output axis at a higher level than the input axis of the input member, the road wheels being arranged to be driven by the first output member .
2. An amphibious vehicle power train as claimed in claim 1 wherein the axis of first output member is substantially parallel to the axis of the input member and to an axis of the engine output shaft .
3. An amphibious vehicle power train as claimed , in claim 1 or claim 2 wherein the speed change transmission has a further output member which is arranged to drive the marine propulsion unit .
4. An amphibious vehicle power train as claimed claim 3 , wherein the further output member has an axis at a level below the axis of the first output member .
5. An amphibious vehicle power train as claimed in any of the preceding claims wherein the speed change transmission is mounted such that the axes of the input member and the first output member are at a level above the engine output shaft .
6. An amphibious vehicle power train as claimed in any of the preceding claims wherein the speed change transmission is a continuously variable transmission in which the interaction between input and first output members is provided by means of a belt .
7. An amphibious vehicle power train as claimed in any of the preceding claims wherein the input and first output members have conical driving and driven surfaces respectively.
8. An amphibious vehicle power train as claimed in any of the preceding claims wherein a speed reduction gearbox is provided between the engine and the speed change transmission or on the engine output shaft .
9. An amphibious vehicle power train as claimed in any of the preceding claims wherein the speed change transmission offers a plurality of ratios of input member speed to output member speed .
10. An amphibious vehicle power train as described herein or as illustrated in any one or more of the accompanying drawings .
PCT/GB2005/005001 2004-12-22 2005-12-21 Improvements in and relating to amphibious vehicle power trains WO2006067458A2 (en)

Priority Applications (10)

Application Number Priority Date Filing Date Title
EP05850643A EP1833689B1 (en) 2004-12-22 2005-12-21 Improvements in and relating to amphibious vehicle power trains
AU2005317882A AU2005317882A1 (en) 2004-12-22 2005-12-21 Improvements in and relating to amphibious vehicle power trains
US11/793,936 US8454398B2 (en) 2004-12-22 2005-12-21 Amphibious vehicle power trains
JP2007547649A JP4712815B2 (en) 2004-12-22 2005-12-21 Improvements to amphibious powertrains
AT05850643T ATE498498T1 (en) 2004-12-22 2005-12-21 IMPROVEMENTS TO AMPHIBIAN VEHICLE POWERTRAINS AND RELATING THERETO
DE602005026451T DE602005026451D1 (en) 2004-12-22 2005-12-21 IMPROVEMENTS FOR TRANSMISSION LINES OF AMPHIBILE VEHICLES AND THESE
US13/907,714 US9764611B2 (en) 2004-12-22 2013-05-31 Amphibious vehicle power trains
US15/707,533 US10744829B2 (en) 2004-12-22 2017-09-18 Amphibious vehicle power trains
US16/992,037 US11472245B2 (en) 2004-12-22 2020-08-12 Amphibious vehicle power trains
US17/963,064 US20230286339A1 (en) 2004-12-22 2022-10-10 Amphibious vehicle power trains

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0428055A GB2423963A (en) 2004-12-22 2004-12-22 Amphibious vehicle power train arrangement
GB0428055.8 2004-12-22

Related Child Applications (2)

Application Number Title Priority Date Filing Date
US11/793,936 A-371-Of-International US8454398B2 (en) 2004-12-22 2005-12-21 Amphibious vehicle power trains
US13/907,714 Continuation US9764611B2 (en) 2004-12-22 2013-05-31 Amphibious vehicle power trains

Publications (2)

Publication Number Publication Date
WO2006067458A2 true WO2006067458A2 (en) 2006-06-29
WO2006067458A3 WO2006067458A3 (en) 2006-12-21

Family

ID=34113029

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB2005/005001 WO2006067458A2 (en) 2004-12-22 2005-12-21 Improvements in and relating to amphibious vehicle power trains

Country Status (11)

Country Link
US (5) US8454398B2 (en)
EP (1) EP1833689B1 (en)
JP (1) JP4712815B2 (en)
KR (1) KR101074873B1 (en)
CN (1) CN100528618C (en)
AT (1) ATE498498T1 (en)
AU (1) AU2005317882A1 (en)
DE (1) DE602005026451D1 (en)
GB (1) GB2423963A (en)
RU (1) RU2381912C2 (en)
WO (1) WO2006067458A2 (en)

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WO2008023191A2 (en) * 2006-08-24 2008-02-28 Gibbs Technologies Limited Amphibian
WO2014084074A1 (en) * 2012-11-30 2014-06-05 三菱重工業株式会社 Amphibious vehicle

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US11254341B2 (en) 2017-06-08 2022-02-22 Hendrick Motorsports Performance Group, LLC Tactical transport cart for manual navigation over both topographic and hydrographic terrains
US10654503B1 (en) 2017-06-08 2020-05-19 Hendrick Motorsports Performance Group, LLC Tactical transport cart for manual navigation over both topographic and hydrographic terrains
CN110371202B (en) * 2019-07-25 2020-12-29 赵爱连 Multifunctional vehicle
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WO2008023191A2 (en) * 2006-08-24 2008-02-28 Gibbs Technologies Limited Amphibian
WO2008023191A3 (en) * 2006-08-24 2008-05-29 Gibbs Tech Ltd Amphibian
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WO2014084074A1 (en) * 2012-11-30 2014-06-05 三菱重工業株式会社 Amphibious vehicle

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