Abstract: A power train for an amphibious vehicle includes an engine and transaxle arranged North-South, driving front, rear, or all four road wheels. A power take off with optional decoupler and constant velocity joint drives marine drive means. The power take off may be taken from the input shaft of the transmission, and may use a synchronizer. The transaxle includes a differential. The rear wheels may be set back from the differential outputs, with intermediate drive by chains or belts. A sandwich type power take off may also be used. In the four wheel drive embodiment, a power take off is required from the rear differential. Decouplers may be provided in at least one wheel drive shaft on each driven axles.

Abstract: Amphibious vehicle (10), with reference to FIG. 1, which may plane on water, has a propulsion system comprising prime mover (20), power transmission means (30), marine propulsion means (40), and land propulsion means (50). Vehicle (10) is operable in marine mode or land mode. Common controls are used on land and water, the steering control travel may be the same in each mode. Power is transmitted to the marine propulsion means in marine mode; and to both marine and land propulsion means in land mode. The power transmission ratio between land and marine propulsion means may be variable in land mode. The propulsion control means (60) may comprise electronic processing means and/or electrical, mechanical, hydraulic, or electromechanical actuation devices, or any combination thereof. Prime mover (20) may comprise an internal combustion engine; an electric motor, a fuel cell; a hybrid engine; or any combination thereof. The transmission means may be mechanical, electric, or hydraulic.

Abstract: An amphibious vehicle (32) having a transverse mid- or rear-mounted engine (12) arranged to drive rear road wheels (30) and/or through an axial transmission (37), a marine propulsion unit (38), in which the engine (12) is so mounted in relation to the transmission (37) to the marine propulsion unit (38) that the bottom (8) of the engine is below the axis (37) of the transmission. This ensures an advantageous metacentric height which is preferably between 370 and 180 mm.

Abstract: A sit-astride amphibious vehicle configuration which supports a high performance envelope both on land as well as in water. The vehicle has a planing hull and four retractable wheels. Handlebars provide for directional control in both modes of operation. Each road wheel is retractable by pivoting through at least 45° so as to maximize ground clearance when in the land mode of operation and to minimize drag at substantial lean angles when in the marine mode of operation. While a jet drive may remain directly connected to the engine at all times, the driven wheels are only connected during land mode via a speed-change transmission. The entire power train is supported by a frame that is separable from the hull which in turn has a detachable top deck portion, whereby such configuration simplifies the construction, repair and servicing of the vehicle.

Abstract: A planning amphibious vehicle with retractable wheels and a sit-astride seat having dimensions that impart enhanced capability in both land as well as water modes of operation. The beam, track, dead rise angle and the location of the handlebars cooperate to enhance freeboard and ground clearance without sacrificing maneuverability. The length is at least 1800 mm; the beam is at least 1250 mm; the deadrise angle at least 3°; and the center of rotation of steering control is located near the halfway distance from transom to bow.

Abstract: An amphibious vehicle wheel suspension includes upper and lower linkages, a road suspension device and a retraction device for moving the wheel between a protracted position for road use, and a retracted position for marine use. Suspension device can be operatively disconnected from the wheel and/or the linkages to allow for retraction and protraction. Retraction device may also be disconnected for road use. The disconnection mechanisms may comprise a ball and track mechanism, interlocking splines, interlocking teeth, or a pneumatic clutch. Also provided is a combination of splines for a suspension lever arm, and a pneumatic clutch for retraction arm. Suspension device may be connected to upper linkage. Coil, torsion bar, or hydropneumatic springs may be used.

Abstract: A planing amphibious vehicle with retractable wheels and a sit-astride seat having dimensions that impart enhanced capability in both land as well as water modes of operation. The beam, track, dead rise angle and the location of the handlebars cooperate to enhance freeboard and ground clearance without sacrificing manoeuvrability. The length is at least 2400 mm; the beam is at least 1250 mm; the deadrise angle at least 10°; and the handlebars are located only slightly forward of the halfway distance from transom to bow.

Abstract: An amphibious vehicle has a power train including an engine having an oil sump connected to a lower portion of the engine an in-line transmission and a power take off. The power take off is located between the engine and the transmission thereby separating the engine and the transmission, is driven by the engine crankshaft and drives the transmission; and is adapted to transfer drive to a marine propulsion unit located at the rear of the amphibious vehicle by means of a drive shaft which runs below or through the oil sump of the engine or alongside the engine. The output from the transmission is adapted by a transfer drive to drive a differential located at the rear of the amphibious vehicle; and optionally also to drive a front differential, to provide all-wheel-drive The vehicle may have a vee-type hull or a cathedral type hull; and may comprise retractable suspension, with angled retraction.

Abstract: Amphibious vehicle needs less power on land than on water. A control system is provided to limit power and/or speed on land, using: restriction of flow of fuel, air, or exhaust gases; heated intake air; exhaust gas recirculation; declutching of a supercharger; bypassing of a turbocharger; a variable throttle stop, dual throttles, or a switchable throttle damper; cylinder or intake valve deactivation; a dual length intake manifold; dual mode ignition or engine mapping; dual fuel—gasoline on water, compressed natural gas on road; variable compression ratios or valve timing; a clutch designed to slip; automatic brake application; or aerodynamic brakes. The suspension may tilt the vehicle to increase aerodynamic resistance. The road transmission may be geared to limit maximum speed. High rolling resistance tires or twin engines may be used. A sensor on retractable suspension may indicate whether the vehicle is on land or on water.

Abstract: A power train for an amphibious vehicle includes an engine and transaxle arranged North-South, driving front, rear, or all four road wheels. A power take off with optional decoupler and constant velocity joint drives marine drive. The power take off may be taken from the input shaft of the transmission, and may use a synchronizer. The transaxle includes a differential. The rear wheels may be set back from the differential outputs, with intermediate drives by chains or belts. A sandwich type power take off may also be used. In the four wheel drive embodiment, a power take off is required from the rear differential. Decouplers may be provided in at least one wheel drive shaft on each driven axle.

Abstract: Amphibious vehicle comprises longitudinally mounted prime mover, transmission, and offset final drive; with drive outputs; and a power take off. Outputs drive front and rear differentials, via optional decouplers. Power take off powers drive tube, independently from co-axial rear propshaft. Tube powers sprockets via belt or chain; gears could be used here. Optional marine decoupler drives shaft, and thus water jet pump. A power train with front wheel drive only; a dead rear axle is provided. A power train with rear wheel drive only; a dead front axle is provided. Prime mover may be offset parallel to centre line; and may be an engine or an electric motor, possibly powered by a fuel cell. The power take off may be in the form of a drive spline.

Abstract: Power train or an amphibious vehicle having an engine, transmission, and transfer case position in-line with longitudinal vehicle axis towards the rear of the vehicle, with transmission output facing the front of the vehicle. The transfer drive drives the rear wheels via propeller shaft, which extends adjacent the engine to rear differential. A marine drive PTO (power take off) may be taken from a shaft from the transfer case, from the propeller shaft, or from engine crankshaft pulley. Marine drive shaft may run below the engine, or alongside it, on the opposite side of the engine from propeller shaft. Decouplers may be provided to the PTO drive, to at least one rear wheel, and on the optional front axle propeller shaft.

Abstract: Engine (101) of an amphibious vehicle (100) is located in engine compartment (102). The engine is cooled by radiator(s) (103), mounted in cooling compartment (104), which is separate to compartment (102), and may be sealed off therefrom. Ram air effect or fans (105) (driven electrically, hydraulically, or mechanically) may be used to draw cooling air into compartment (104) through radiator (103), and out past exhaust silencer(s) (107) through opening (106). Coolant hoses (109) and exhaust pipes (111) may pass through apertures (108) and (110), sealed by rubber, or metal and rubber composite seals (112) and (113). Catalytic converters may be mounted in compartment (102) or compartment (104). Similarly, coolers for engine oil; transmission oil; oil for a marine propulsion power take off; and an intake air intercooler, may be mounted in either compartment. A further cooling system may be provided for compartment (102), with further cooling air ducts and fans.

Abstract: A hydraulic suspension strut (30) has a first on-off valve (58) connecting the first and second chambers (42 and 44), and a second on-off valve (62) connected to chamber (42) only. Suspension arm (3) of wheel (1) can be retracted beyond normal road travel, or protracted to road travel mode, by use of pump (9) and valves (58 and 62). The space in the strut above port (56) may be used as a hydraulic bump stop. An accumulator (50) may be included, as a hydraulic spring. Alternatively, strut (70) (FIG. 6; note alternative accumulator position) allows suspension to be raised above normal road travel. Strut (100) (FIG. 8) may be operated in roadgoing, raised, or retracted mode. These struts may be applied to reconfigurable suspensions; particularly for amphibious vehicles, which may require wheels to be withdrawn above the hull water line to reduce drag on water, particularly during cornering.

Abstract: Amphibious vehicle comprises longitudinally mounted prime mover, transmission, and offset final drive; with drive outputs; and a power take off. Outputs drive front and rear differentials, via optional decouplers. Power take off powers drive tube, independently from co-axial rear propshaft. Tube powers sprockets via belt or chain; gears could be used here. Optional marine decoupler drives shaft, and thus water jet pump. A power train with front wheel drive only; a dead rear axle is provided. A power train with rear wheel drive only; a dead front axle is provided. Prime mover may be offset parallel to centre line; and may be an engine or an electric motor, possibly powered by a fuel cell. The power take off may be in the form of a drive spline.

Abstract: Power train for amphibious vehicle comprises engine aligned with longitudinal vehicle axis, transmission, and power take off mounted between engine and transmission. At least one marine propulsion unit mounted at the rear of the vehicle, is driven by shaft which runs alongside the transmission. Either transmission is offset to axis, and marine propulsion unit is on axis; or transmission is on axis, and the marine propulsion units are offset to axis. The driven road wheels may be the front wheels, the rear wheels, or all four. The engine may be at the front of the vehicle and the transmission at the back. Alternatively, the transmission may drive forward to a differential mounted adjacent to the engine sump, with wheel drive shaft passing through said pump.

Abstract: An amphibious vehicle power train has an engine with crankshaft and solid or fluid flywheel; a transmission arranged in line with the crankshaft, with an input shaft driven from the flywheel; and a power take off for driving shafts and marine propulsion means. The power take off has a driving sprocket attached to the crankshaft, a chain or belt, and a driven sprocket. Bevel gears are provided to convert transverse engine crankshaft rotation to longitudinal marine drive.

Abstract: Amphibious vehicle (40, FIG. 7) comprises engine (2) with its crankshaft aligned with front and rear axis (X) of the vehicle; transmission (3); and differential (4) offset from the transmission. The differential has front and rear outputs (21, 16), whose axes are parallel to axis (X). These outputs drive at least one retractable front road wheel (42, FIG. 7) ahead of the front passenger seats, and corresponding retractable rear road wheel(s) (48, FIG. 7) behind the rear passenger seats. The marine drive power take off (PTO) may be taken from the engine timing end (7), as a sandwich PTO between engine and transmissions (28, FIG. 5), or from the transmission (38, FIG. 6). Front and rear differentials (22 and 17) may be provided. Decouplers may be provided in front and rear road wheel outputs, and in the marine drive (10). The engine may be mounted to the rear of the passenger seat(s).

Abstract: Engine (101) of an amphibious vehicle (100) is located in engine compartment (102). The engine is cooled by radiator(s) (103), mounted in cooling compartment (104), which is separate to compartment (102), and may be sealed off therefrom. From air effect or fans (105) (driven electrically, hydraulically, or mechanically) may be used to draw cooling air into compartment (104) through radiator (103), and out past exhaust silencer(s) (107) through opening (106). Coolant hoses (109) and exhaust pipes (111) may pass through apertures (108) and (110), sealed by rubber, or metal and rubber composite seals (112) and (113). Catalytic converters may be mounted in compartment (102) or compartment (104). Similarly, coolers for engine oil; transmission oil; oil for a marine propulsion power take off; and an intake air intercooler, may be mounted in either compartment. A further cooling system may be provided for compartment (102), with further cooling air ducts and fans.

Abstract: An amphibious vehicle power train has an engine with crankshaft and solid or fluid flywheel; a transmission arranged in line with the crankshaft, with an input shaft driven from the flywheel; and a power take off for driving shafts and marine propulsion means. The power take off has a driving sprocket attached to the crankshaft, a chain or belt, and a driven sprocket. Bevel gears are provided to convert transverse engine crankshaft rotation to longitudinal marine drive.