Abstract: The subject matter of this specification can be embodied in, among other things, a thrust reverser synchronization shaft lock system includes a rotatable shaft comprising at least one radial prong extending radially from the shaft, a hydraulic lock assembly that includes a housing, a piston head having a lock recess, a piston rod extending radially away from the shaft and configured to be urged by the piston head to move the first piston rod end out of engagement with the radial prong to selectably permit rotation of the shaft, and a bias member configured to urge the first piston rod end into engagement with the radial prong, and an electric lock assembly that includes a lock pin and an electric actuator configured to controllably extend and retract the lock pin in and out of engagement with the lock recess.

Abstract: The subject matter of this specification can be embodied in, among other things, a thrust reverser synchronization shaft lock system includes a rotatable shaft comprising at least one radial prong extending radially from the shaft, a hydraulic lock assembly that includes a housing, a piston head having a lock recess, a piston rod extending radially away from the shaft and configured to be urged by the piston head to move the first piston rod end out of engagement with the radial prong to selectably permit rotation of the shaft, and a bias member configured to urge the first piston rod end into engagement with the radial prong, and an electric lock assembly that includes a lock pin and an electric actuator configured to controllably extend and retract the lock pin in and out of engagement with the lock recess.

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 tyres or twin engines may be used. A sensor on retractable suspension may indicate whether the vehicle is on land or on water.

Abstract: Amphibious vehicle (50), with reference to FIG. 4, has jet drive (30) packaged behind power train (20, 22), but also configured to produce sufficient thrust for planing, despite drag created by open arches around retractable wheels (52). The ratio of thrust to jet intake length is at least 18 kN/m. The ratio of fluid inlet area to fluid outlet area may be between (2.5) and (3.5). The rate of fluid flow through the jet may be 0 to 1.5 m3/sec. The maximum thrust may be 7700N, from an engine peak power of less than 135 kW, with a jet less than 860 mm long. The jet drive shaft may be skewed laterally; and may be cantilevered from a bearing in the conduit wall; which bearing may be rotated when the vehicle is driven on roads. Water flow through the jet may be reversible; alternatively, a reversing bucket may be fitted.

Abstract: A sit-stride 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 drive 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 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: Water craft or amphibious vehicle includes a hull 12 fitted with at least one elongate longitudinal keel; which may be extruded from rubber. The keel has at least one mounting formation, to engage with channel formation. The keel may be mounted directly into hull; alternatively, at least one mounting structure may comprise an extrusion; mounted into a channel in the hull. The keel may be flexible to resist damage if grounded; but is laterally stiff to aid handling on water. The keel may be slid into place longitudinally; and may be finished with a rubber end piece, protected by a further metal end piece. Both end pieces may be detachable. Keel may be foam filled; or may be inflated with fluid to alter its cross section.

Abstract: Water Craft or amphibious vehicle, includes a hull fitted with at least one elongate longitudinal keel; which may be extruded from natural or synthetic rubber. The keel has base, and at least two dependent keel members, which in steady state conditions slant downwards to port and starboard. If the keel is grounded, keel members deform elastically upwards against the base, absorbing shock. Keel members can be pushed down by water pressure, acting as dependent keels or. This may occur when cornering, or when planing. Stops act against stops on the base, so that when keel member is pushed downwards by water pressure, it cannot be forced beyond vertically dependent position. Alternatively, discrete keels may be provided on either side of the hull.

Abstract: A feedforward control method for an absorption chiller includes determining the disturbance transfer function, determining the capacity valve transfer function, measuring the actual disturbance, and implementing the feedforward control function in a feedforward controller. The feedforward control function is represented by the ratio of the disturbance transfer function divided by the capacity valve transfer function. The disturbance transfer function and the capacity valve transfer function are measured by applying a known amplitude input perturbation to the disturbance or capacity valve and recording the resulting perturbation in the output leaving chilled water temp. The disturbance transfer function is then the ratio of the delta leaving chilled water temperature divided by the delta change in the disturbance. The capacity transfer function is the ratio of the delta leaving chilled water temperature divided by the delta change in the capacity valve.

Abstract: In an absorption chiller system, a control input for the chiller is a heat source controlled by a capacity valve, which is in turn controlled by a PI controller. The controller is controlled by a non-linear control function. During operation, a disturbance in the system is measured. A signal error is defined as a setpoint for the leaving chilled water minus the disturbance. The non-linear control function is represented as C(s)=KP0(1+b|E|)+KI/s, where where KP0 is the gain when said signal error is zero, |E| is the absolute value of the signal error, b is an adjustable constant, and KI is an integral gain.