AMPHIBIOUS VEHICLE

Abstract

An improved amphibious vehicle comprising: a drive train; a plurality of ground engaging wheels; a cooling system; a water propulsion system; and a hull which defines a passenger compartment, wherein the form/shape of the hull below the waterline is substantially defined by a plurality of buoyancy modules that are demountably mountable to the amphibious vehicle.

Claims

1. An amphibious vehicle comprising: a drive train; a plurality of ground engaging wheels; a cooling system; a water propulsion system; and a hull which defines a passenger compartment; wherein the form/shape of the hull below the waterline is substantially defined by a plurality of buoyancy modules that are demountably mountable to the amphibious vehicle.

2. An amphibious vehicle as claimed in claim 1, wherein the drivetrain comprises an engine and a gear box, the gear box being coupled to the ground engaging wheels by one or more drive shafts and/or axles.

3. An amphibious vehicle as claimed in claim 1, wherein one or more buoyancy modules defines a bow of the amphibious vehicle.

4. An amphibious vehicle as claimed in claim 1, wherein one or more buoyancy modules defines a stern of the amphibious vehicle.

5. An amphibious vehicle as claimed in claim 1, wherein one or more buoyancy modules are shaped having a duct profile which accommodates propellers associated with the water propulsion system of the amphibious vehicle.

6. An amphibious vehicle as claimed in claim 1, wherein one or more buoyancy modules define steps for access to the passenger compartment.

7. An amphibious vehicle as claimed in claim 1, wherein one or more buoyancy modules are adapted to define one or more wheel arches for one or more of the ground engaging wheels of the amphibious vehicle.

8. An amphibious vehicle as claimed in claim 1, wherein the buoyancy modules do not protrude outwardly beyond the side edges of the vehicle.

9. An amphibious vehicle as claimed in claim 1, wherein the amphibious vehicle further comprises a chassis.

10. An amphibious vehicle as claimed in claim 9, wherein the hull is mounted upon the chassis.

11. An amphibious vehicle as claimed in claim 10, wherein the chassis comprises a pair of spaced apart beams.

12. An amphibious vehicle as claimed in claim 10, wherein the chassis is a rolling chassis to which the ground engaging wheels are mounted.

13. An amphibious vehicle as claimed in claim 12, wherein the rolling chassis comprises the rolling chassis of a road going truck or lorry.

14. An amphibious vehicle as claimed in claim 9, wherein the chassis is formed integrally with the hull.

15. An amphibious vehicle as claimed in claim 1, wherein the buoyancy modules are formed from a pliable closed cell foam.

16. An amphibious vehicle as claimed in claim 15, wherein the pliable closed cell foam is an expanded polyethylene foam.

17. An amphibious vehicle as claimed in claim 1, wherein the buoyancy modules have an outer protective coating of substantially rigid material.

18. An amphibious vehicle as claimed in claim 17, wherein the substantially rigid material comprises polyurea or polyethylene.

19. An amphibious vehicle as claimed in claim 18, wherein the substantially rigid material comprises polyurea or polyethylene foam.

20. An amphibious vehicle as claimed in claim 1, wherein the hull is of steel construction.

21. An amphibious vehicle as claimed in claim 1 wherein the hull is of aluminium construction.

22. An amphibious vehicle as claimed in claim 1, wherein the hull is of composite construction.

23. An amphibious vehicle as claimed in claim 1, wherein the hull supports a roof of the amphibious vehicle, the roof being mounted to the hull via a plurality of pillars.

24. An amphibious vehicle as claimed in claim 1, further comprising one or more deployable sponsons.

25. An amphibious vehicle as claimed in claim 24 wherein the one or more sponsons is/are manually mountable in their deployed configuration to sponson mounting means provided on the sides of the amphibious vehicle, the mounting means comprising one or more rails onto which the one or more sponsons are releasably engagable

26. An amphibious vehicle as claimed in claim 24, wherein the or each sponson is an automatically deployable and retractable sponson being located proximate the roof of the amphibious vehicle when in a retracted configuration, and being movable in a deployed configuration to a location(s) adjacent the respective sides of the amphibious vehicle.

27. An amphibious vehicle as claimed in claim 26, wherein the or each automatically deployable sponson is pivotally mounted to the hull of the amphibious vehicle by one or more arm members and is movable by means of one or more rams, the or each ram being operable on an arm member to which the or each sponson is attached.

28. An amphibious vehicle as claimed in claim 26, wherein the one or more rams are hydraulic or pneumatic or electrically powered.

29. An amphibious vehicle as claimed in claim 26, wherein the or each automatically deployable sponson comprises a substantially planar surface adapted to abut against a side surface of the amphibious vehicle when in a deployed configuration.

30. An amphibious vehicle as claimed in claim 1, wherein the water propulsion system comprises dual hydraulically powered pods, each pod comprising a hydraulic motor coupled to a propeller via a shaft, wherein hydraulic power is provided to each pod by one or more engine driven hydraulic pumps.

31. An amphibious vehicle as claimed in claim 30, wherein the hydraulically powered pods are located externally of the hull.

32. An amphibious vehicle as claimed in claim 30, wherein the one or more hydraulic pumps are located proximate the engine of the amphibious vehicle.

33. An amphibious vehicle as claimed in claim 30, wherein each pod is powered by a dedicated hydraulic pump.

34. An amphibious vehicle as claimed in claim 30, wherein the or each hydraulic pump is/are located ahead of the engine at a position between the engine and the bow of the amphibious vehicle in use.

35. An amphibious vehicle as claimed in claim 30, wherein each hydraulic pod is in hydraulic communication with the or each respective hydraulic pump via hydraulic lines located substantially externally of the hull of the amphibious vehicle.

36. An amphibious vehicle as claimed in claim 30, wherein each hydraulic pod is independently adjustable in pitch and/or yaw.

37. An amphibious vehicle as claimed in claim 36, wherein steering control of the amphibious vehicle when in the water is provided by adjusting the pitch and/or yaw of the hydraulic pods.

38. An amphibious vehicle as claimed in claim 36, wherein steering control of the amphibious vehicle when in the water is effected by rudders located downstream of the respective hydraulic pods.

39. An amphibious vehicle as claimed in claim 38, wherein the respective rudders are linked together via rods which connect to a link plate arranged so that steering inputs through the link plate deflects the rods such that the rudder occupying the inside of a turn rotates through a greater angle than the rudder occupying the outside of the turn.

40. An amphibious vehicle as claimed in claim 30, wherein each hydraulic pod is independently operable with variable and reversible rpm.

41. An amphibious vehicle as claimed in claim 30, wherein each hydraulic pod is located aft of a respective rear wheel at position that is substantially level with said wheel.

42. An amphibious vehicle as claimed in claim 1, wherein the cooling system comprises one or more radiators in fluid communication with the engine, wherein the one or more radiators are located externally of the hull of the amphibious vehicle.

43. An amphibious vehicle as claimed in claim 42, wherein the one or more radiators are substantially immersible in the water when the amphibious vehicle is in the water.

44. An amphibious vehicle as claimed in claim 42, wherein the one or more radiators are located within a rear wheel well of the amphibious vehicle.

45. An amphibious vehicle as claimed in claim 44, wherein there are provided two radiators, each radiator being located in a respective rear wheel well of the amphibious vehicle.

46. An amphibious vehicle as claimed in claim 42, wherein the or each radiator comprises a fan.

47. An amphibious vehicle as claimed in claim 46, wherein the or each fan is hydraulically powered.

48. An amphibious vehicle as claimed in claim 46, wherein the or each fan is electrically powered.

49. An amphibious vehicle as claimed in claim 46, wherein the or each fan is mechanically driven.

50. An amphibious vehicle as claimed in claim 46, wherein the or each fan is/are controllable to be non operable when the amphibious vehicle is in the water.

51. An amphibious vehicle as claimed in claim 42, wherein the cooling system comprises a cooling circuit having a means to regulate the temperature of cooled cooling fluid returning to the engine of the amphibious vehicle, the means comprising a thermal mixing valve in a cooling circuit adapted to adjust the temperature of the cooled coolant, the thermal mixing valve having an input from the cooled coolant from the radiators, and an input from the engine, wherein the cooled coolant returning to the engine is mixed with a portion of the engine heated coolant.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0093] Embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings in which:

[0094] FIG. 1 is a schematic perspective illustration of an exemplary amphibious vehicle in accordance with the invention and showing exemplary buoyancy modules separated from the vehicle;

[0095] FIG. 2 is a schematic perspective illustration of the amphibious vehicle of FIG. 1 showing exemplary buoyancy modules mounted to the vehicle;

[0096] FIG. 3 is a schematic perspective illustration showing the underside and rear of the amphibious vehicle of FIG. 1 and in which the engine cooling system and water propulsion system is visible;

[0097] FIG. 4 is a schematic illustration showing an engine cooling system and water propulsion system in accordance with the invention;

[0098] FIG. 5 is a detailed view of the water propulsion system shown in FIG. 4;

[0099] FIGS. 6 and 7 are schematic perspective illustrations of a hull of the amphibious vehicle in accordance with the invention, without and with road engaging wheels, respectively;

[0100] FIGS. 8a and 8b are schematic end elevations of an amphibious vehicle in accordance with the invention showing automatically deployable sponsons in raised and lowered configurations, respectively;

[0101] FIG. 9a is a schematic perspective illustration of an amphibious vehicle in accordance with the invention showing a mounting rail for attachment of manually deployable sponsons;

[0102] FIG. 9b is a schematic perspective illustration showing manually deployable sponsons mounted to an amphibious vehicle;

[0103] FIG. 9c is a detailed cross-sectional illustration showing in detail the mounting of a manually deployable sponson to an amphibious vehicle;

[0104] FIGS. 10a and 10b are schematic cross-sectional illustrations showing the connection of a buoyancy module to the hull of an amphibious vehicle;

[0105] FIG. 11 shows a cooling circuit of the cooling system of the amphibious vehicle; and

[0106] FIGS. 12a and 12b are schematic illustrations showing a rudder steering arrangement of an amphibious vehicle in accordance with the invention.

[0107] Referring initially to FIGS. 1 to 3, there is shown an embodiments of an amphibious vehicle 1 comprising: a chassis 12 (FIG. 1); an engine 14 (FIG. 1);

[0108] ground engaging driven wheels 16, 18; a water propulsion system; a cooling system;

[0109] an inner hull 20 which defines a passenger compartment having seating for passengers and which supports a driver's cab 22; and an outer hull the form/shape of which is substantially defined by a plurality of buoyancy modules 31, 32, 33, 34, 35, 36, 37 that are demountably mountable to the inner hull amphibious vehicle. Inner hull 20 further supports a roof 24 of the amphibious vehicle that is mounted to the hull via a plurality of pillars 26.

[0110] Detail of the chassis 12 and inner hull 20 are shown in FIGS. 6 and 7. In FIG. 7, a fuel tank 19a and fuel filler neck 19b of the amphibious vehicle are shown, the tank 19a being located on the underside of the vehicle and generally central between the respective sides of the vehicle.

[0111] In the embodiment shown in the Figures, the inner hull is mounted upon the chassis. Chassis 12 comprises a pair of spaced apart beams to which the structure of the inner hull 20 as well as the engine (not visible), axles 28 (FIG. 6), suspension components (not shown) and other structural and bracing members are mounted. In this way the chassis 12 may comprise the rolling chassis of a standard road going truck or lorry. As indicated in FIGS. 6 and 7, the engine, gear box and associated ancillaries of the amphibious vehicle are housed within a compartment 21 that forms part of the inner hull 20. In this way, the engine, gear box and associated ancillaries are shielded from the water. Drive to the rear wheels 18 of the vehicle is via a drive shaft 29 (FIG. 7) that extends from compartment 21 to said driven wheels 18. The front wheels 16 may also be driven wheels. Generally, in normal use, compartment 21 extends below the waterline of the vehicle while the passenger compartment remains substantially above the waterline.

[0112] In an alternative embodiment (not shown), the inner hull structure itself defines or incorporates chassis members to which the drivetrain, axles, suspension components and/or other structural and bracing members are mountable. In this alternative arrangement, the inner hull directly supports the drivetrain, axles, suspension components and/or other necessary structural and bracing members of the amphibious vehicle.

[0113] As described previously, the form/shape of the outer hull is substantially defined by buoyancy modules 31, 32, 33, 34, 35, 36, 37 which are demountably mountable to the amphibious vehicle.

[0114] Thus it will be appreciated that the inner hull is a primary hull which serves the purpose of housing the passengers and drivetrain of the amphibious vehicle. While water will contact this primary hull when the vehicle is on the water, the form of the outer hull as defined by the buoyancy modules in use is the main water engaging surface which is externally visible below the vehicle's waterline.

[0115] In this way, the primary hull may be referred to or considered as an inner hull, and in this way, the buoyancy modules may be considered as defining/providing a secondary, or outer, hull.

[0116] Through placement of the buoyancy modules 31, 32, 33, 34, 35, 36, 37 externally of the inner hull, said buoyancy modules add to the amphibious vehicle's wet surface area and increase the buoyancy reserve of the vehicle.

[0117] As shown in FIGS. 1 and 2, the respective buoyancy modules are be appropriately sized and shaped to define the necessary hull shape or ‘form’ of the amphibious vehicle 1, with suitable spacing to accommodate the wheels 16, 18 of the vehicle. For example, a suitably shaped front module 31 (or modules if formed from a number of separate modules) defines the bow of the vehicle. The front module may include the headlights 80 of the amphibious vehicle as shown in FIG. 9a. Modules 35 define front wheel arches and modules 36 define rear wheel arches. Rear modules 34, 37 define the stern of the vehicle. As shown in FIGS. 3 and 8a, rear modules 34 are shaped having a profile which defines a duct which accommodates the propellers 41 of the water propulsion system of the amphibious vehicle. Module 37 is a centre stern piece. Rear modules 34 may comprise additional reinforcement to help the module withstand the forces created by water propulsion within the ducts defined by said modules. Such reinforcement may comprise a band 81 of rigid material such as steel that is placed upon or formed within said module around or proximate the duct form as shown schematically in FIG. 9a

[0118] With reference to FIG. 10 in which an exemplary buoyancy module 30 is shown, buoyancy modules 31, 32, 33, 34, 35, 36, 37 are formed from a pliable closed cell foam 30a, preferably expanded polyethylene foam, having an outer protective coating 30b of substantially rigid polyurea or polyethylene which encases said closed cell foam. In this way, the protective coating directly protects the pliable closed cell foam from impact damage.

[0119] The respective buoyancy modules are fixed to the exterior of the inner hull 20 and/or vehicle chassis 12 by any suitable fixing means. Such fixing means may comprise, but is not limited to, one or more of bolting, strapping, rail mounting, or clamping.

[0120] The amphibious vehicle also comprises access stairs 90 to enable passengers to enter and exit the passenger compartment. The stairs are shown in a raised configuration in FIG. 4, and shown in a lowered configuration in FIG. 9a. Conveniently, the steps 91 of the stairs are formed as a buoyancy module having a structure substantially as described above and which are adapted to nest within a space 321 (FIG. 1) defined within buoyancy module 32 when raised. In this way, the stairs also contribute to the buoyancy of the amphibious vehicle.

[0121] In a preferred arrangement as shown in FIGS. 10a and 10b, the shank of bolt or bolts 70 is extended through an aperture in the inner hull or chassis of the amphibious vehicle and screw threadedly engages with a rigid member located within the buoyancy module.

[0122] The rigid member located within the buoyancy module preferably comprises a steel bar or member 30c that is integrally formed with the buoyancy module. The steel bar or member 30c is located within the buoyancy module beneath or behind the protective coating of substantially rigid material 30b. Optionally, the steel bar could be fixed to the outer surface of the protective coating 30b, for example by means of a suitable adhesive.

[0123] With reference to FIG. 10b, it can be seen that the fitment buoyancy module to the amphibious vehicle can be augmented by means of formations such as lips 23a, webs 23b or protrusions on the inner or primary hull 20 or chassis 12 which engage with the buoyancy module or complementary formations provided thereon. In this way, although the buoyancy modules are primarily mechanically fixed to the amphibious vehicle in use, the buoyancy of said modules coupled with the form of the inner hull where the modules are located augments this attachment in a secondary manner when the vehicle is in the water under all foreseeable angles of heel and trim. For example, in FIG. 10b, the angle of heel of the amphibious vehicle while in the water would have to equal or exceed 50.1 degrees before the buoyancy module 30 naturally tended to move apart from the inner hull 20 and act the against the securing force of bolts 70.

[0124] As shown in FIGS. 8a and 8b, the buoyancy modules located on the amphibious vehicle in a manner such that they do protrude outwardly beyond the side edges of the vehicle and therefore do not increase the effective width of the vehicle. In this way, regulations concerning the width of road going vehicles can be met. In other words, the width-wise footprint of the vehicle is not increased by the presence of the buoyancy modules.

[0125] The arrangement of the present invention whereby buoyancy modules are installed externally of the inner hull and which define the shape of outer hull provides a number of advantages over the traditional method of internal installation of foam within the vehicle hull.

[0126] One advantage is that the buoyancy modules can readily be removed by service technicians to facilitate any required or scheduled inspection of the hull and/or the buoyancy modules themselves. Upon removal of the buoyancy modules, the exterior of the primary hull and its associated structural ribs are fully exposed which facilitates inspection by a simple walk around on land.

[0127] Furthermore, when the buoyancy modules are in place on the amphibious vehicle, a walk around visual inspection can be performed at any time by the operator, management, customers and inspection officers in order to insure the integrity of the buoyancy system with any missing or damaged modules being self evident during such an inspection.

[0128] Furthermore, as the buoyancy modules are externally located in use, fewer and/or, more appropriately sized modules can be employed to allow for easy removal, handling, and inspection.

[0129] Still furthermore, annual recertification of the foam of the buoyancy modules would only require involve a visual inspection of the outer protective coating and weight assessment to verify buoyancy capacity.

[0130] In addition, freight-ready modules can be pre-certified from the manufacturer for delivered directly to the destination for installation on the amphibious vehicle thereby saving time and money.

[0131] Furthermore, modules can be repaired to full compliance quickly in the field by nontechnical staff. If damage to a module necessitates replacement of the module, replacement can be performed quickly due to the consistency and interchangeability of the modules. Conveniently also, the buoyancy modules can be removed without the requirement for vehicle jacking or lifting.

[0132] The design and arrangement of the buoyancy modules enables the amphibious vehicle to maintain its trim level when in a damaged condition due to ability of the buoyancy modules to retain their buoyancy if penetrated. Should the primary hull sustain damage, the retained buoyancy of the surrounding buoyancy modules would maintain proper stability and trim of the vessel. This is especially important in emergency egress conditions that could compromise safety due to excessive inclining of the vessel under damage condition scenarios in a conventional compartmented hull design.

[0133] Still furthermore, the visual appearance of an amphibious vehicle in accordance with the invention is distinct and so readily differentiates the amphibious vehicle of the present invention from other amphibious vehicles of the type which continue to struggle with safety and reliability. The visible exterior of the hull being formed from visible buoyancy modules creates a positive association with safety in the minds of customers and passenger.

[0134] Still furthermore, by locating the buoyancy modules externally of the inner hull, exposure of the foam to fire, heat, oil and fuel is obviated.

[0135] In addition, the materials and construction of the buoyancy modules provide long life and durability, with the materials of the outer protective coatings being capable of extending the life of the parts beyond fifteen years.

[0136] Advantageously also, repairs to the (primary) hull will be significantly easier to perform in the field due to the improved access with the buoyancy modules removed. Most compartments of the hull with restricted access will be eliminated.

[0137] Furthermore, the cost to produce the primary hull form is significantly reduced due to the ease of manufacturing a simplified design with straight plate and good access for welding (where the hull is formed from metal, e.g. steel or aluminium) with complex shapes and/or forms being designed into the buoyancy modules, with the foam materials being employed being well suited for designing intricate hull forms following proven guidelines.

[0138] Advantageously, should hull modifications be required in the future, these can be readily effected with buoyancy modules, if required, to fine tune buoyancy/trim requirements. Such modifications may be required when weight changes occur due to modification of components, relocation of tanks, etc. Modifications to steel hulls (e.g. the primary hull) can be much more difficult to perform in the field without jigs and specialized expertise to insure the continuity of the operating fleet.

[0139] Furthermore, the amphibious vehicle in accordance with the present invention provides an overall weight reduction in comparison to traditional steel hulled amphibious vehicles which in turn enables the 110% buoyancy requirement from the UK to be met and/or exceeded.

[0140] It is also anticipated that Insurance premiums for amphibious vehicles in accordance with the invention will be lower than known amphibious vehicles used in the sightseeing industry.

[0141] With reference to FIGS. 4, 8a and 8b, in one embodiment the amphibious vehicle further comprises one or more automatically deployable and retractable sponsons 60, the sponsons 60 being located proximate a roof 24 of the amphibious vehicle when in a retracted configuration (FIG. 4), and being movable (FIG. 8a) towards a deployed configuration to locations adjacent the respective sides of the amphibious vehicle (FIG. 8b).

[0142] Each sponson is pivotally mounted to the primary hull of the amphibious vehicle by one or more arm members 61. Motion of each sponson is effected by one or more rams 62 (FIGS. 4 and 8a) which act on an arm member 61. Each sponson comprises a substantially planar surface 63 adapted to abut against a side surface of the amphibious vehicle when in a deployed configuration (FIG. 8b).

[0143] The rams may be hydraulic, pneumatic or electrically powered.

[0144] Control over the operation of the sponsons can be effected by the driver of vehicle while seated in the driver compartment. In this way, the need to have personnel manually affix and remove sponsons is mitigated. Furthermore, automatic (i.e. non-manual) lowering and raising of the sponsons can be effected while the amphibious vehicle is in motion.

[0145] Sponsons 60 preferably have substantially the same construction and materials as the buoyancy modules. In other words, sponsons 60 comprise a pliable closed cell foam 60a, preferably an expanded polyethylene foam, having an outer protective coating 60b of substantially rigid polyurea or polyethylene which encases said closed cell foam. In this way, the protective coating 60b directly protects the pliable closed cell foam from impact damage.

[0146] With reference to FIGS. 9a, 9b, 9c, in an alternative embodiment, the sponsons 60 may be manually deployable sponsons, being located or stored proximate to or on the roof 24 of the amphibious vehicle when in a non-deployed configuration, and manually located upon rails 62 (FIG. 9a) on the sides of the vehicle in a deployed configuration (FIG. 9b).

[0147] With reference to FIG. 9c, rails 62 are affixed to the hull 20 of the vehicle. Each rail 62 is adapted to receive a complementary mounting bracket 63 provided on a sponson 60. In this way, sponsons 60 are slidably mountable with rails 62.

[0148] In a preferred arrangement as shown in FIG. 10, the shank of bolt or bolts 70 is extended through an aperture the mounting bracket and screw threadedly engages with a rigid member 60c located within the sponson. The rigid member preferably comprises a steel bar or member 60c that is integrally formed with the sponson. The steel bar or member 60c is located within the sponson 60 beneath or behind the protective coating of substantially rigid material 60b.

[0149] It will be appreciated that a mixture of automatically and manually deployable sponsons may be employed.

[0150] With reference to FIGS. 4 and 5, the water propulsion system of the amphibious vehicle comprises dual hydraulically powered pods 40, each pod 40 driving a propeller 41 via a shaft 41a. Each pod is located externally of the hull 20. Hydraulic power is provided to each pod 40 by one or more engine driven hydraulic pumps (not shown) located proximate the engine of the amphibious vehicle. In one embodiment, each pod is powered by a dedicated hydraulic pump.

[0151] Preferably, the hydraulic pumps are located ahead of the engine 14 (FIG. 1) at a position between the engine and the bow of the amphibious vehicle in use. In this way, the noise of the hydraulic system experienced by the amphibious vehicle's passengers is mitigated.

[0152] Conveniently, the pods 40 are in hydraulic communication with the or each respective hydraulic pump via hydraulic lines 43 (FIGS. 12a and 12b) which run between the pump(s) and the pods 40 substantially externally of the hull of the amphibious vehicle. The hydraulic lines may comprise flexible or rigid pipes.

[0153] The use of hydraulic pods 40 and associated hydraulic lines 43 obviates the need for exclusively mechanical linkage between the engine of the amphibious vehicle and the propellers 41. In this way, the requirement for a drive or prop shaft between the engine and the propeller, together with associated carrier bearings is obviated thereby saving weight and space.

[0154] In one embodiment, as shown in FIG. 4 the hydraulic pods 40 are mounted to the amphibious vehicle so that they are independently adjustable in pitch and yaw. In this way, primary steering of the amphibious vehicle when in the water is effected by adjusting the pitch and/or yaw of the respective hydraulic pods. In this way, the propeller 41 shaft angle can be optimised for various amphibious vehicle configurations, for example for the purpose of sea trials. In this way also, the alignment of the respective hydraulic pods 40 can be adjusted to optimise the speed of the amphibious vehicle while in the water and/or influence the turning characteristics to minimise rolling to the outside of a hard turn while in the water. Furthermore, the hydraulic pods may be set to a fixed, optimal position.

[0155] Each hydraulic pod is independently operable with variable rpm.

[0156] The independent operability of the pods 40 enables isolation of one pod from the other in the event of a failure thereby enabling the amphibious vehicle to return to shore or mooring in a ‘limp mode’.

[0157] As can be seen in FIG. 8a the hydraulic pods are spaced apart towards opposing sides of the amphibious vehicle. In this way, and in conjunction with the independently operable nature of the respective hydraulic pods, steering control of the amphibious vehicle when in the water can be provided by said hydraulic pods. Furthermore, the individually controllable dual hydraulic propulsion system of the invention allows the amphibious vehicle to turn within its own length. This is especially important when performing a timely man overboard drill and is essential when operating in tight quarters and/or windy conditions. In addition, the requirement for a tiller (not shown) and associated control system is obviated, with an emergency tiller only required in the vent of loss of propulsion of one pod.

[0158] In addition, steering of the amphibious vehicle is particularly optimised in reverse motion thereby negating the need for a bow thruster during low speed and space restricted operation.

[0159] In one embodiment as shown in FIGS. 12a and 12b, primary steering control of the amphibious vehicle when in the water can be effected by rudders 44 located downstream of the respective hydraulic pods 40, and located within the ducts defined by the rear buoyancy modules. In this embodiment, the hydraulic pods are set at a fixed orientation.

[0160] Advantageously, the respective rudders 44 are linked together via rods 45 which interconnect via an intermediate link plate 46. Steering input through the link plate 46 deflects rods 45 such that the rudder 44 occupying the inside of a turn rotates through a greater angle than the rudder occupying the outside of the turn as shown in FIG. 12b. This arrangement obviates the problem of choking of the water flow through the duct at the outside of the turn, which would otherwise cause the loss of vehicle turning power created by the ensuing off-centre thrust.

[0161] As shown in FIGS. 4, 8a and 8b, each hydraulic pod 40 is located aft of a respective rear wheel at position that is substantially level with the said wheel. In this way, the respective propellers 41 are located lower in the water in use than traditional DUKW-based amphibious vehicles. In this way, cavitation and/or aeration at the propeller 41 due to air ingestion is minimised. In addition, operation of two propellers deeper in the water provides improved reverse propulsion.

[0162] With reference to FIG. 3, the engine cooling system for the amphibious vehicle comprises one or more radiators 50 that are in fluid communication with the engine via one or more pipes (shown schematically on FIG. 11). The radiators 50 are each located externally of the hull 20 of the amphibious vehicle, at locations within the rear wheel wells of the amphibious vehicle. Each radiator comprises an hydraulically powered fan 51. Hydraulic power for the fans may be provided by the same hydraulic pumps which power the water propulsion system of the amphibious vehicle.

[0163] When the amphibious vehicle is in the water, the radiator(s) 50 is/are substantially immersed in the water. Thus the radiator(s) 50 is/are water cooled when the amphibious vehicle is in the water, and is/are air cooled when the amphibious vehicle is on land.

[0164] Preferably, two radiators are employed, one per wheel well. Preferably also, the radiators are located in the wheel wells in front of the wheels 18 in use (i.e. at a location between the wheels and the bow of the amphibious vehicle).

[0165] Fans 51 are adapted to be non operable when the amphibious vehicle is in the water. In this way, all available hydraulic power produced by the engine can instead be directed to the water propulsion system 40.

[0166] By locating the one or more radiators 50 within the rear wheel wells of the amphibious vehicle, i.e. spaced apart from the engine, the ambient air which cools the radiators while on land is hot heated by passing over the engine, exhaust, turbo, and transmission etc. of the vehicle. Instead, the air is predominantly ‘clean’ air. Thus the cooling efficiency of the radiator is increased. In addition, the heat dissipated along the piping between the engine and radiators 50 assists in cooling the engine coolant flowing in said pipes, which also run external to the hull, and which are also immersed in water when the amphibious vehicle is on the water.

[0167] Further advantageously, the external location of the radiators 50 within the wheel wells enables improved access for service, repair and replacement, and frees up space that would otherwise be taken up within the hull.

[0168] By locating the radiators externally of the hull, and within the wheel wells of the amphibious vehicle, the engine is more efficiently cooled that is the case with traditional DUKW-based amphibious vehicles. This is particularly the case when the traditional DUKW-based amphibious vehicle is in the water whereby load on the engine is at its greatest, and where air flow to the radiators is at its least. By having a cooling system comprising externally located radiators that are air cooled for land based operation and water cooled for water based operation, engine cooling is optimized for both situations. Furthermore, the radiators are flushed of debris each time the amphibious vehicle travels on the water.

[0169] FIG. 11 shows in schematic form a preferred cooling circuit of the cooling system of the amphibious vehicle.

[0170] As shown in FIG. 11, the radiators 50 are arranged in parallel (i.e. not sequential) configuration. The cooling system comprises a means to regulate the temperature of the cooled cooling fluid (i.e. coolant) returning to the engine of the amphibious vehicle, the means comprising a thermal mixing valve 52 in the cooling circuit to adjust the temperature of the cooled coolant, the thermal mixing valve 52 having an input to receive cooled coolant from the radiators 50, and an input to receive heated coolant from the engine so that the cooled coolant returning to the engine may be mixed with a portion of the engine heated coolant. In this way, the temperature of the coolant returning to the engine is regulated so as not to be too hot to cause engine overheating, and not too cold to cause the engine to run inefficiently and not meet emissions regulations.

[0171] Specifically, heated coolant exits the engine, and flows through a pipe to a T-piece 53 which allows the flow to split so that a portion of the heated coolant bypasses the radiators 50 and is fed the hot input of the thermal valve 52. The remainder of the heated coolant flows to a further T-piece 54 from where it is divided to the inlets of each radiator 50. The cooled coolant exiting the radiators 50 combine at a still further T-piece 55 before returning to the engine via the thermal mixing valve 52 and a single return pipe. Advantageously, such parallel arrangement of the radiators 50 means that the heat drop across both radiators 50 will be maximised, whereas if the coolant was routed first through one radiator then the other in sequence, the second radiator would only see a temperature drop based on the outlet temperature of the first radiator, and would therefore be less efficient.

[0172] The cooling circuit additionally comprises one or more shut off valves (not shown) to isolate one or both radiators 50 where necessary.

[0173] Further aspects and embodiments of the present disclosure are provided below.

[0174] In one aspect, A1, there is disclosed a water propulsion system for an amphibious vehicle comprising dual hydraulically powered pods, each pod comprising a hydraulic motor coupled to a propeller via a shaft, wherein hydraulic power is provided to each pod by one or more engine driven hydraulic pumps.

[0175] A2. The water propulsion system of A1, wherein the hydraulically powered pods are located externally of the hull.

[0176] A3. The water propulsion system of A1 or A2, wherein the one or more hydraulic pumps are located proximate the engine of the amphibious vehicle.

[0177] A4. The water propulsion system of any A1 to A3, wherein each pod is powered by a dedicated hydraulic pump.

[0178] A5. The water propulsion system according to any one of A1 to A4, wherein the or each hydraulic pump is/are located ahead of the engine at a position between the engine and the bow of the amphibious vehicle in use.

[0179] A6. The water propulsion system according to any one of A1 to A5, wherein each hydraulic pod is in hydraulic communication with the or each respective hydraulic pump via hydraulic lines located substantially externally of the hull of the amphibious vehicle.

[0180] A7. The water propulsion system according to any one of A1 to A6, wherein each hydraulic pod is independently adjustable in pitch and/or yaw.

[0181] A8. The water propulsion system according to any one of A1 to A7, wherein wherein steering control of the amphibious vehicle when in the water is provided by adjusting the pitch and/or yaw of the hydraulic pods.

[0182] A9. The water propulsion system according to any one of A1 to A7, wherein steering control of the amphibious vehicle when in the water is effected by rudders located downstream of the respective hydraulic pods.

[0183] A10. The water propulsion system according to A9, wherein the respective rudders are linked together via rods which connect to a link plate arranged so that steering inputs through the link plate deflects the rods such that the rudder occupying the inside of a turn rotates through a greater angle than the rudder occupying the outside of the turn.

[0184] A11. The water propulsion system according to any one of A1 to A10, wherein each hydraulic pod is independently operable with variable and reversible rpm.

[0185] In a further aspect, B1, there is disclosed a cooling system for an amphibious vehicle comprising one or more radiators in fluid communication with an engine of said amphibious vehicle, wherein the one or more radiators are located externally of the hull of said amphibious vehicle.

[0186] B2. The cooling system of B1, wherein the one or more radiators are substantially immersible in the water when the amphibious vehicle is in the water.

[0187] B3. The cooling system of B1 or B2, wherein the one or more radiators are located within a rear wheel well of the amphibious vehicle.

[0188] B4. The cooling system of B3, comprising two radiators, each radiator being located in a respective rear wheel well of the amphibious vehicle.

[0189] B5. The cooling system according to any of B1 to B4, wherein the or each radiator comprises a fan.

[0190] B6. The cooling system according to any of B1 to B5, wherein, wherein the or each fan is hydraulically powered.

[0191] B7. The cooling system according to any of B1 to B5, wherein the or each fan is electrically powered.

[0192] B8. The cooling system according to any of B1 to B5, wherein the or each fan is mechanically driven.

[0193] B9. The cooling system according to any of B1 to B8, wherein the or each fan is/are controllable to be non operable when the amphibious vehicle is in the water.

[0194] B10. The cooling system according to any of B1 to B9, wherein the cooling system comprises a cooling circuit having a means to regulate the temperature of cooled cooling fluid returning to the engine of the amphibious vehicle, the means comprising a thermal mixing valve in a cooling circuit adapted to adjust the temperature of the cooled coolant, the thermal mixing valve having an input from the cooled coolant from the radiators, and an input from the engine, wherein the cooled coolant returning to the engine is mixed with a portion of the engine heated coolant.