Abstract:
The amphibious vehicle is a motorized vehicle capable of travel on land as well as in the water. The amphibious vehicle has a boat-like hull and a caterpillar track assembly mounted along each side by a respective pair of rotating supports. The tracks are arranged so that the tracks can be rotated between a lowered position supporting the amphibious vehicle and providing traction and propulsion during land operation, and a raised position, where the tracks rest vertically above the hull&#39;s deck during marine operation. With the caterpillar track assemblies in the raised position, the caterpillar track assemblies are fully removed from the water to improve performance and maneuverability therein. The track assemblies are hydraulically driven to rotate the wheels and tracks between the lowered and raised positions.

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
       [0001]    This is a continuation-in-part of my prior application Ser. No. 12/285,112, filed on Sep. 29, 2008, which is a continuation-in-part of my prior application Ser. No. 12/000,847, filed on Dec. 18, 2007, now abandoned. 
     
    
     BACKGROUND OF THE INVENTION 
       [0002]    1. Field of the Invention 
         [0003]    The present invention relates to vehicles for use over rough terrain, and more particularly to an amphibious vehicle that may be used in water or on land. 
         [0004]    2. Description of the Related Art 
         [0005]    Amphibious vehicles are known in the art, with such vehicles being capable of providing transportation either in water or on land. Such vehicles are useful in areas with many bodies of water, such as lakes, rivers, swamps, and the like, with the amphibious vehicle allowing the operator to travel across land and, upon reaching the edge of a body of water, proceed into the water and continue on. 
         [0006]    Conventional amphibious vehicles have a driving assembly, typically an assembly of wheels or caterpillar tracks, which is fixed in position and cannot be retracted from the water during marine operation. The inability to remove the driving assembly from the water means that the amphibious vehicle cannot be operated at a high speed in the water because of the high drag caused by the submerged driving assembly. Maneuverability in the water is also compromised by the additional drag. 
         [0007]    Thus, an amphibious vehicle solving the aforementioned problems is desired. 
       SUMMARY OF THE INVENTION 
       [0008]    The amphibious vehicle is a motorized vehicle capable of travel on both land and in the water. The amphibious vehicle has a boat-like hull, and a caterpillar track assembly mounted along each side thereof. The amphibious vehicle is propelled by a conventional marine outdrive during marine operation, and by the motor-driven caterpillar track assemblies when operated on land. 
         [0009]    The hull of the amphibious vehicle includes laterally opposed first and second sides, a bow, and a stern, with the hull extending between the bow and stern along a longitudinal axis. First and second front rotating supports are rotatably attached to the hull on either side thereof adjacent the bow. Similarly, first and second rear rotating supports are rotatably attached to the hull adjacent the stern thereof. 
         [0010]    The first and second track drive assemblies each extend along the longitudinal axis, with the first track drive assembly being rotatably attached to the first front and first rear rotating supports at longitudinally opposed ends thereof, and the second track drive assembly being rotatably attached to the second front and second rear rotating supports at longitudinally opposed ends thereof. In operation, each of the first and second track drive assemblies is rotatable through a plane defined by the longitudinal axis and a vertical axis that is orthogonal to a lateral axis of the hull, with each of the first and second track drive assemblies being selectively rotatable between a downward position and an upright position. A hydraulic system for selectively driving rotation of the first and second track drive assemblies between the downward and upright positions is further provided. 
         [0011]    These and other features of the present invention will become readily apparent upon further review of the following specification and drawings. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0012]      FIG. 1  is a perspective view of an amphibious vehicle according to the present invention. 
           [0013]      FIG. 2  is a top view of the amphibious vehicle according to the present invention. 
           [0014]      FIG. 3  is a rear view of the amphibious vehicle according to the present invention, with track drive assemblies thereof shown in a lowered configuration. 
           [0015]      FIG. 4  is a rear view of the amphibious vehicle according to the present invention, with the track drive assemblies shown in a raised configuration. 
           [0016]      FIG. 5  is a schematic diagram of the power and hydraulic system of the amphibious vehicle according to the present invention. 
           [0017]      FIG. 6  is a partial perspective view of the front drive system of the amphibious vehicle according to the present invention, the hull being omitted. 
           [0018]      FIG. 7  is a partial perspective view of the front drive system of the amphibious vehicle according to the present invention, showing one track drive assembly in the raised position, the hull being omitted. 
           [0019]      FIG. 8  is an exploded view of a front rotating support of the amphibious vehicle according to the present invention, broken away and partially in section to show details thereof. 
           [0020]      FIG. 9  is a block diagram of the drive system of the amphibious vehicle according to the present invention. 
       
    
    
       [0021]    Similar reference characters denote corresponding features consistently throughout the attached drawings. 
       DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       [0022]    As shown in  FIGS. 1-4 , the amphibious vehicle  10  is a motorized vehicle capable of travel on both land and in the water. The amphibious vehicle  10  has a boat-like hull  20 , and a caterpillar track assembly  30  mounted along each side thereof. The amphibious vehicle  10  is propelled by a conventional marine outdrive  82  during marine operation, and by the motor-driven caterpillar track assemblies  30  while operated on land. It should be understood that the particular dimensions and configuration, as well as auxiliary external features, such as the passenger cabin, are shown for exemplary purposes only in the drawings, and may be customized or otherwise altered without departing from the spirit or scope of the present invention. 
         [0023]    The hull  20  of the amphibious vehicle  10  includes laterally opposed first and second sides, a bow, and a stern, with the hull extending between the bow and stern along a longitudinal axis. First and second front rotating supports  22  are rotatably attached to the hull  20  on either side thereof adjacent the bow. Similarly, first and second rear rotating supports  23  are each rotatably attached to the hull adjacent the stern thereof. 
         [0024]    The first and second track drive assemblies  30  each extend along the longitudinal axis, with the first track drive assembly being rotatably attached to the first front and first rear rotating supports  22 ,  23  at longitudinally opposed ends thereof, and the second track drive assembly being rotatably attached to the second front and second rear rotating supports  22 ,  23  at longitudinally opposed ends thereof. The first and second track drive assemblies  30  are symmetric about the longitudinal axis of hull  20 . 
         [0025]    In operation, each of the first and second track drive assemblies  30  is rotatable through a plane defined by the longitudinal axis and a vertical axis, which is orthogonal to a lateral axis of the hull  20 , with each of the first and second track drive assemblies  30  being selectively rotatable between a downward position (shown in  FIG. 3 ) and an upright position (shown in FIG.  4 ). A hydraulic system for selectively driving rotation of the first and second track drive assemblies between the downward and upright positions is further provided. With the track assemblies  30  clear of the waterline (in the upright position of  FIG. 4 ) during marine operation, track assemblies  30  present no drag to hinder marine performance. The track assemblies  30  provide propulsion for land operation, while marine outdrive  82  propels the amphibious vehicle  10  during marine operation. As shown in  FIGS. 7 and 8 , shafts  120  not only provide drive power for the track assemblies  30 , but are selectively collapsible for shifting the track assemblies  30  in the horizontal direction. 
         [0026]    Each of the first and second rear rotating supports  23  and each of the first and second front rotating supports  22  has an interior portion and an exterior portion, with the interior portions thereof being positioned within the hull  20 , and the exterior portions thereof being positioned outside of the hull. The first and second track drive assemblies  30  are attached to the exterior portions thereof. As will be described in greater detail below, the front rotating supports  22  transmit drive power to the wheels and track of the amphibious vehicle  10 , in addition to raising and lowering the track assemblies  30 . Thus, the front rotating supports  22  have a mechanical interior structure, which will be described in detail below. However, the rear supports  23  are provided only for the raising and lowering of the track assemblies  30 , with the exterior portions thereof being formed as unitary or integral structures, which may be solid bars, support beams or the like, as shown. The interior portions of rear supports  23  are similar to those of the front rotating supports  22 , to be described in detail below. 
         [0027]    As shown in  FIGS. 6 and 7 , the hydraulic system for selectively driving rotation of the first and second track drive assemblies  30  between the downward and upright positions includes first and second front hydraulic cylinders  112  mounted within the hull  20  (best shown in  FIGS. 6 and 7 ), with each of the first and second front hydraulic cylinders  112  having a cylinder and a piston extendable therefrom. Each piston is pivotally joined to a bearing case  116  at pivot joint  118 , which may be a bolt joining a clevis at the end of the piston to a crank extending from the bearing case  116 . In  FIGS. 6 and 7 , only one such set of front rotating supports  22  and the corresponding hydraulic cylinder  112  is shown, although it should be understood that the laterally opposed set is identical in structure and function to that shown. Bearing case  116  is also disposed within the hull  20 . The rear end or base of the hydraulic cylinder  112  is mounted to a fixed support by a pivot pin that allows the cylinder to rock upward slightly when the pivot joint  118  causes the crank and entire piston case  116  to rotate. 
         [0028]    Similarly, first and second rear hydraulic cylinders, which are identical in structure and function to those described above with respect to front hydraulic cylinders  112 , are mounted within the hull  20 , with each of the first and second rear hydraulic cylinders having opposed a cylinder and piston extendable therefrom. Each piston is pivotally joined to a respective one of the interior portions of the first and second rear rotating supports  23 . As noted above, the exterior portions of the rear rotating supports  23  are solid, unitary support structures, although the interior portions thereof are rotating supports similar to the rotating interior portions  116  of the front rotating supports  22 ; i.e., the internal structure of the rear supports  23  and their hydraulic drive system is similar to that shown in  FIGS. 6 and 7  for the front rotating supports  22 , including identical hydraulic cylinders  112 , pivotal connections  118 , etc. 
         [0029]    As shown in  FIG. 1 , each of the first and second track drive assemblies  30  includes a frame that defines opposed first and second ends. A front wheel  40  is rotatably mounted on the first end of the frame, and an idler, or rear wheel,  42  is rotatably mounted on the second end of the frame. Further, a plurality of road wheels  46  are rotatably mounted to the frame, with the plurality of road wheels  46  being disposed inline between the front wheel  40  and the idler  42 , as shown. An endless belt track member  44  is entrained about the front wheel  40 , the idler  42 , and the plurality of road wheels  46 . Although shown in  FIG. 1  as having four such road wheels  46 , it should be understood that this is for exemplary purposes only, and any suitable number of wheels  46  may be utilized. Each of the road wheels  46  may form a single wheel, or a tandem or multi-wheel assembly. The track assembly  30  may also include a plurality of guide wheels (not shown) disposed between the forward wheel  40  and the rearward wheel  42  above the road wheels  46 . 
         [0030]    Further, a marine outdrive  82  is disposed on the stern of the hull  20  for driving the vehicle  10  when the vehicle is in water. An internal combustion engine  80  is disposed within the hull  20 , with the internal combustion engine  80  being coupled to the marine outdrive  82 , as shown in  FIG. 5 . The engine  80  drives the marine outdrive  82  through a marine clutch  84  and a drive shaft  86 . The marine clutch  84  is disposed between the engine  80  and the marine outdrive  82  so that the outdrive  82  can be disengaged from the engine  80  during land operation and engaged for marine operation. 
         [0031]    A hydraulic system powers the selective raising and lowering of track assemblies  30 . The hydraulic system includes at least one hydraulic pump  52 . The hydraulic pump  52  is used for the operation of the hydraulic cylinders  112 , and may also operate a lifting mechanism for the outdrive propeller, a winch, and additional auxiliary equipment. Hydraulic pump  52  is belt driven by engine  80 . Cylinder control valves  56  control the flow of hydraulic fluid to the hydraulic cylinders  112 , and allow the hydraulic cylinders  112  to be operated to raise and lower the track assemblies  30 . Additionally, an outdrive tilt control valve  58  may be provided to control the flow of hydraulic fluid to the outdrive  82  to raise and lower the outdrive propeller. Further, as is best shown and described below with regard to  FIGS. 7 and 8 , engine  80  drives first and second engine shafts  120 , which, in turn, rotate drive shafts  100  through a chain and sprocket drive mechanism described below. The engine  80  includes a gearbox or differential  92  that transfers the rotational motion of the main drive shaft into orthogonal driving rotation of the first and second engine shafts  120  via differential gearing contained therein. As shown in  FIGS. 6 and 7 , the bearing case  116  is rotatably mounted about the engine shaft  120 . Thus, actuation of one hydraulic cylinder  112  causes the bearing case  116  to rotate about shaft  120  (with the cylinder  112  being pivotally joined to bearing case  116  at  118 ). Shaft  120  extends through the bearing case  116  is connected to drive sprocket  123 , shown in  FIG. 8 . 
         [0032]    As shown in  FIG. 7 , first and second engine shafts  120  are coupled to the internal combustion engine  80 , with each being rotatably driven thereby and projecting laterally from either lateral end thereof. First and second drive shafts  100  are each respectively secured to the first and second front wheels  40  for driving rotation thereof. The first and second engine shafts  120  are coupled with the first and second drive shafts  100  so that rotation of the first and second engine shafts  120 , driven by the internal combustion engine  80 , drives rotation of the first and second front wheels  40  (connected to shafts  100 ). A bearing is positioned within bearing case  116 . Bearing case  116  rotates with respect to drive shaft  120 , and chain cover  132  is fixed to bearing case  116 , thus allowing for the raising and lowering of the tracks as bearing case  116  pivots about pivot  118  under hydraulic power from cylinder  112 . 
         [0033]    As shown in  FIG. 8 , the exterior portions  114  of each of the first and second front rotating supports  22  includes a chain cover  132  having opposed primary and secondary ends. A drive sprocket  123  is rotatably mounted within the housing  132  adjacent the primary end thereof, with the drive sprocket  123  being coupled to a shaft  127 , which is, in turn, coupled to a respective one of the first and second engine shafts  120 . As shown, shaft  127  preferably has a splined outer surface for mating with an internally splined end of shaft  120 , which permits moving the track assemblies inward to narrow vehicle  10 , if needed, for transport over public highways. A driven sprocket  122  is similarly rotatably mounted within the chain cover  132  adjacent the secondary end thereof, with the driven sprocket  122  being coupled to a respective one of the first and second drive shafts  100 . A drive chain  128  is mounted on the sprockets  123 ,  122 , so that rotation of the drive sprocket  123  drives rotation of the driven sprocket  122 . 
         [0034]    Further, as shown, the exterior portions  114  of the first and second front rotating supports  22  each include a primary sprocket housing  126  and a secondary sprocket housing  124 , each being received within the chain cover  132 . The drive sprocket  123  is rotatably mounted within the primary sprocket housing  126  and the driven sprocket  122  is rotatably mounted within the secondary sprocket housing  124 . 
         [0035]      FIG. 9  summarizes the drive system for powering the amphibious vehicle  10 . As shown, the engine  80  provides the motive power to drive both the outdrive  82  for marine travel and the drive shafts  120  for land travel. For traversing water, the marine clutch  84  selectively engages the drive shaft  86  to drive the outdrive  82 . For traversing land, the marine clutch  84  is disengaged from the drive shaft  86  to discontinue operation of the outdrive  82  and allow inoperative tilt positioning of the same via the outdrive tilt control valve  58 . The rotational power of the inherent main drive shaft inside the engine  80  is transferred through a clutch or torque converter  88  and transmission  90  to the differential  92 . In turn, the bevel or similar transpositional gearing within the differential  92  transfers the rotational power from the engine  80  to the transaxle disposed drive shafts  120  to thereby drive the first and second track drive assemblies  30 . Such drive assemblies for translating rotational motion of an engine crankshaft into rotational motion of a laterally extending transaxle or drive shafts  120  are conventional and well known to those of ordinary skill in the art of internal combustion engine vehicles and need not be described in greater detail. 
         [0036]    It is to be understood that the present invention is not limited to the embodiments described above, but encompasses any and all embodiments within the scope of the following claims.