Amphibious vehicle drive train

Abstract

A drive train for an amphibious vehicle provided with a propellor disengaging mechanism aft of the transfer case, thus allowing the output drive shafts to be continuously driven at all times. The drive train includes a motor attached to a transmission which is attached to a transfer case. The attachments are accomplished by rotatably coupled drive shafts. The drive train transfers rotational movement from the motor to the transmission, then to a transfer case where it is output to the various drive shafts enabling the vehicle to be propelled on land and in water.

Description

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

[0002] Not Applicable.

BACKGROUND OF THE INVENTION

[0003] The present invention relates to a drive train for an amphibious vehicle and, more particularly, to a drive train where all of the drive shafts are continuously rotating and a propellor engaging mechanism exists aft of the transfer case for engaging and disengaging the propellor.

[0004] Amphibious vehicles present unique design challenges. Unlike cars and trucks, which are designed specifically to be driven on the land, and boats, which are designed specifically to be driven in water, amphibious vehicles must be designed to handle both tasks equally well. When driven on land, the body of an amphibious vehicle must drive like an ordinary road vehicle. On the other hand, when the amphibious vehicle is propelled in water, the vehicle must have the ability to maneuver like a boat. Therefore, the vehicle has to be provided with a propulsion system which drives both on land and in water.

[0005] In the past, a dual propulsion system was achieved by using a switching mechanism on the transfer case to allow the drive system to be used either for land or water. The switch allowed the propulsion system to drive the boat on land as well as in water, but had to be switched between the two. This type of arrangement needed a complex transfer case and switching mechanism to allow for transformation between the two. One such complex transfer case can be found in U.S. Pat. No. 5,562,066.

[0006] Another dual propulsion system was achieved by adding a small, two-speed transfer case between the primary transfer case and the transmission. This allowed the propellor to be driven off one shaft and the other shaft run to a second transfer case where it was then directed to the driving wheels. However, due to the short distance available between the rear of the transmission and the front of the main transfer case, it is difficult, if not impossible, to place any new or larger components in this limited space. The additional gearbox was located in this region of limited space and thus two very short drive shafts were provided. This configuration is very cramped and does not allow use of the very large truck-style automatic transmissions that are needed to transfer power of the large engines that are employed. More specifically, due to limited area between the transfer case and the automatic transmission, there is not enough room for the additional gear box and the large truck-style automatic transmissions and thus, the present invention arose.

BRIEF SUMMARY OF THE INVENTION

[0007] Accordingly, it is an object of this invention to provide a simple amphibious propulsion system which operates both amphibious and ground drives wherein a simple transfer case can be utilized without any complex switch to select between land use or marine use.

[0008] Another object of this invention is to provide an amphibious propulsion system consisting of only one transfer case whose outputs continuously drive both the land and marine functions.

[0009] Another object of this invention is to provide a disengaging mechanism for the propellor located aft of the transfer case to allow the propellor shaft to be disengaged when not in use.

[0010] A still further object of this invention is to position the components of the drive train rearwardly to add further balance to the vehicle.

[0011] Accordingly, the present invention provides for a simple amphibious propulsion system including a drive train which is capable of propelling the vehicle on land and in water. The drive train comprises a motor rotatably coupled to a transmission via a drive shaft. The transmission is then rotatably coupled to a transfer case using another drive shaft. Each output drive shaft of the transfer case continuously run while the vehicle is in operation. Although the drive shafts are continuously rotating, an engaging mechanism for the propellor is located aft of the transfer case and before a gearbox to disengage the propellor when not in use.

[0012] Further objects, features, and advantages of the present invention over the prior art will become apparent from the detailed description of the drawings which follows, when considered with the attached figures.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

[0013] The objects and features of the invention noted above are explained in more detail with reference to the preferred embodiments illustrated in the attached drawing figures, in which like reference numerals denote like elements, and in which:

[0014] FIG. 1 is a side elevation view of an amphibious vehicle, parts broken away and in cross section to show the drive train of the present invention;

[0015] FIG. 2 is an enlarged side elevation view of the drive train of FIG. 1 removed from the amphibious vehicle;

[0016] FIG. 3 is a top plan view of an amphibious vehicle of FIG. 1, parts broken away and in cross section to show the drive train of the present invention;

[0017] FIG. 4 is an enlarged top plan view of the drive train of FIG. 2.

DETAILED DESCRIPTION OF THE INVENTION

[0018] Referring now to the drawings in more detail and initially to FIGS. 1 and 3, numeral 10 generally designates an amphibious vehicle. The amphibious vehicle 10 has a body 12 constructed so that the vehicle 10 has the ability to operate on land and in water. The body 12 has a motor 14 attached to the body 12 in a manner well-known in the art.

[0019] The motor is connected to a transmission 18 by a drive shaft 16. The transmission 18 is rotatably coupled to a transfer case 22, by a drive shaft 20. The transfer case is attached to the body and is constructed in a manner well-known in the art. The transfer case 22 has multiple outputs which operate both the land and marine drives.

[0020] The body 12 has a set of front and rear wheels, 28 and 34 respectively. The front wheels 28 are rotatably coupled to a front wheel drive shaft 24 in a manner well-known in the art. The rear wheels 34 are rotatably coupled to a rear wheel drive shaft 30 in a manner well-known in the art. The front and rear wheel drive shafts, 24 and 30 are outputs from the transfer case. The transfer case 22 is also rotatably coupled to a gearbox 38 via drive shaft 36. The gearbox drives a propellor system 39. The propellor system 39 consists of a first propellor drive shaft 40, a second propellor drive shaft 42, and a propellor 44.

[0021] FIGS. 2 and 4 are enlarged views of a drive train 15. The drive train 15 includes the transfer case 22 and a disengaging assembly 48. The transfer case 22 receives the output drive shaft 20 from the transmission. The transfer case has continuously rotating output shafts 24, 30, and 36. The front wheel drive shaft 24 is rotatably coupled to the front wheels in a manner well-known in the art. The rear wheel drive shaft 30 is rotatably coupled to the rear wheels in a manner well-known in the art. The final output drive shaft 36 is rotatably coupled to a disengaging assembly 48 and used to drive the propellor system 39. By locating the disengaging assembly 48 aft of the transfer case, all drive shafts are allowed to run continuously, but the ability to disconnect the propellor system 39 still exists.

[0022] The disengaging assembly 48 consists of a cable pull 46, a pivot point 50, a cable attach lever 56, a gear collar 54, and a coupler 52. The disengaging assembly 48 attached to the coupler 52 is the input to the propellor gearbox 38. The gearbox 38 is a speed increasing type. More specifically, it speeds up propellor 44 in a manner such that the speed of the vehicle 10 in water is comparable to the speed the vehicle 10 would be traveling on land with the rotation of the wheels. This allows the vehicle 10 to move from water to land at the same speed allowing a smooth transition for egress. The gearbox 38 is constructed in a manner well-known in the art such that the rotational speed of first propellor shaft 40 and thus propellor 44 is greater than the rotational speed of shaft 36. The gear ratio in the gearbox 38 is constructed such that the vehicle travels through the water at approximately the same speed it would travel over land, thus resulting in the smooth transition from water to land. The output from the gearbox 38 is the first propellor drive shaft 40, a part of the propellor system 39. The propellor system is seen in FIGS. 1 and 3. This assembly allows the propellor 44 to be disengaged while the output drive 36 to the propellor system is still rotating.

[0023] In operation, the amphibious drive system 15 derives its power from a motor 14. The motor 14 drives the transmission via drive shaft 16. The transmission is then connected to the transfer case 22 by drive shaft 20. The transfer case has multiple output drive shafts which continuously rotate. Drive shafts 24 and 30 drive the front and rear wheels 28 and 34, respectively. Drive shaft 36 is rotatably coupled to disconnect assembly 48 and drives the gearbox 38. The disconnect assembly 48 can be selectively engaged or disengaged to the propellor gearbox 38 in the manner described below.

[0024] To engage the propellor 44, the vehicle 10 must be at a complete stop. The T-handle cable 46 is then pulled moving the cable attach lever 56. The cable attach lever 56 moves about the pivot point 50, which is fixed at a bracket 58. The cable attach lever is a J-shaped lever which is attached to the gear collar 54. The vehicle 10 is then allowed to roll forward allowing the drive shaft 36 to rotate at the proper speed and align the teeth for proper engagement. The gear and spline combination is a connection manner well-known in the art. Once aligned and with pressure applied, the gear collar 54 slips into position and the gearbox 38 is then connected to the drive shaft 36. The first propellor drive shaft 40 on the gear box then transmits power to the propellor drive system 39. The disengaging assembly 48 is located aft of the transfer case, but in front of the gearbox 38.

[0025] The propellor system 39 can be disengaged from the gearbox 38 by pushing the T-handle attached to cable 46 back to its original position. When the T-handle cable 46 is pushed, the cable attach lever 56 moves the gear collar 54 about a pivot point 50. This movement disengages the gear collar 54 from the coupler 52 attached to the gearbox 38. When the gear collar 54 is disengaged from the coupler 52 the propellor 44 ceases to rotate.

[0026] From the foregoing, it will be seen that this invention is one well-adapted to attain all ends and objects hereinabove set forth together with the other advantages which are obvious and which are inherent to the structure. It will be understood that certain features and subcombinations are of utility and may be employed without reference to other features and subcombinations. This is contemplated by and is within the scope of the claims.

[0027] Since many possible embodiments may be made of the invention without departing from the scope thereof, it is to be understood that all matter herein set forth or shown in the accompanying drawings is to be interpreted as illustrative of applications of the principles of this invention, and not in a limiting sense.

Claims

1. A drive train for an amphibious vehicle having wheels capable of propelling the vehicle on land and a propeller capable of propelling the vehicle in water, the drive train comprising: a motor providing a rotary output; a transfer case selectively rotatably coupled with the motor and having at least one wheel drive output and a propeller drive output, wherein the propellor drive output is driven directly from inside the transfer case; and an engaging mechanism coupled with the motor and selectively movable by a vehicle operator between an engaged position and a disengaged position, wherein the motor rotates the propeller when the engaging mechanism is in the engaged position and wherein the motor does not rotate the propeller when the engaging mechanism is in the disengaged position.

2. The drive train of claim 1, wherein the engaging mechanism is located outside the transfer case.

3. The drive train of claim 2, wherein the engaging mechanism is located between the transfer case and the propeller.

4. The drive train of claim 3, further including a first drive shaft intermediate and coupled with the motor and the transfer case, a second drive shaft intermediate and coupled with the propeller drive output and the engaging mechanism and a propellor drive shaft extending from the engaging mechanism for selectively rotating or not rotating the propellor.

5. The drive train of claim 4, wherein the propellor drive output from the transfer case is continuously rotating when the first drive shaft is rotating.

6. The drive train of claim 5, further including a transmission coupled with the motor intermediate the motor and the transfer case, wherein the first drive shaft is intermediate and coupled with the transmission and the transfer case and wherein the transmission is operable by the vehicle operator to selectively couple and uncouple the first drive shaft with the rotary output of the motor.

7. The drive train of claim 6, further including a third drive shaft intermediate and coupled with the motor and the transmission, whereby the transmission is spaced apart from the motor via the third drive shaft.

8. The drive train of claim 1, further including a third drive output from the transfer case for driving a second set of wheels.

9. The drive train of claim 1, further including a speed increasing gear box having a rotary output which is faster than a rotary input, wherein the gear box is intermediate the transfer case and the propellor.

10. A drive train for an amphibious vehicle having wheels capable of propelling the vehicle on land and a propellor capable of propelling the vehicle in water, the drive train comprising: a motor; a first drive shaft coupled with the motor; a transfer case coupled with the first drive shaft opposite the motor and having at least one wheel drive output and a propellor drive output, wherein the propellor drive output is driven directly from within the transfer case and wherein the first drive shaft provides a drive input to the transfer case; and an engaging mechanism located between the transfer case and the propellor, the engaging mechanism allowing a vehicle operator to selectively engage and disengage the propellor from the propellor drive output.

11. The drive train of claim 10, wherein the first drive shaft is selectively coupled with the motor via a transmission.

12. The drive train of claim 11, wherein the wheel drive output and the propellor drive output rotate when the first drive shaft rotates.

13. The drive train of claim 12, wherein the transfer case further includes a second wheel drive output.

14. The drive train of claim 10, further including a second drive shaft intermediate and coupled with the propellor drive output and the engaging mechanism, wherein the first drive shaft is selectively coupled with the motor via a transmission.

15. The drive train of claim 14, wherein the transmission is selectively coupled with the motor via a third drive shaft, whereby the transmission is spaced apart from the motor via the third drive shaft.

16. A drive train for an amphibious vehicle having wheels capable of propelling the vehicle on land and a propellor capable of propelling the vehicle in water, the drive train comprising: a motor; a first drive shaft coupled on one end with the motor; a transmission coupled with an end of the first drive shaft opposite the motor; a second drive shaft coupled on one end with the transmission; a transfer case coupled with an end of the second drive shaft opposite the transmission and having at least one wheel drive output and a propellor drive output; a third drive shaft coupled on one end with the propellor drive output of the transfer case for rotating the propellor; and an engaging mechanism located between the transmission and the propellor, the engaging mechanism allowing a vehicle operator to selectively engage and disengage the propellor from the motor.

17. The drive train of claim 16, wherein the propellor drive output is driven directly from within the transfer case and wherein the second drive shaft provides a drive input to the transfer case.

18. The drive train of claim 16, wherein the engaging mechanism allows a vehicle operator to selectively engage and disengage the propellor from the propellor drive output.

19. The drive train of claim 16, wherein the engaging mechanism is located between the transfer case and the propellor.

20. The drive train of claim 16, further including a speed increasing gear box having a rotary output which is faster than a rotary input, wherein the gear box is intermediate the transfer case and the propellor.