EP3877723A1

EP3877723A1 - Military tank vehicle having vehicle sections

Info

Publication number: EP3877723A1
Application number: EP19812668.2A
Authority: EP
Inventors: Ralf KETZEL; Jürgen Weber
Original assignee: Krauss Maffei Wegmann GmbH and Co KG
Current assignee: Knds Deutschland & Co Kg GmbH
Priority date: 2018-11-08
Filing date: 2019-11-07
Publication date: 2021-09-15
Also published as: WO2020094186A1; DE102018127967A1

Abstract

The invention relates to a military tank vehicle (1) having motor-driven vehicle sections (2, 3), wherein a first vehicle section is a main vehicle (2), which comprises in particular a crew compartment (15) for accommodating a crew (100), and wherein a second vehicle section is an auxiliary vehicle (3), which comprises in particular a weapon (4), wherein the main vehicle (2) and the auxiliary vehicle (3) can be coupled together.

Description

Military armored vehicle with sub-vehicles

The present invention relates to a military armored vehicle, in particular special battle tanks, and a method for operating a military armored vehicle, in particular battle tanks. Nowadays, military armored vehicles such as battle tanks or artillery pieces are important components of military units, from which a large part of the force of an association is based. The military armored vehicles, in particular battle tanks, with progressive weapon technology and a higher level of protection are becoming increasingly larger and, above all, heavier. Mobility is restricted when the weight is high. Furthermore, the vehicles can only be transported with great effort, for example, be loaded by air or train. Furthermore, for example, bridges cannot be crossed with a military armored vehicle if the armored vehicle is too narrow or their load capacity is insufficient. Large military armored vehicles are also easier to spot due to their dimensions and can be detected by the enemy.

In addition, after shots fired from a position, a change of position is required to prevent reconnaissance by an enemy and a threat to the crew. Because of the effects associated with firing the weapon, such as a muzzle flash or a recalculation of the projectile trajectory, an indication of the position of the armored vehicle and thus the position of the crew is given.

Military armored vehicles can take a position in the battle in which they are completely covered, for example in a burrow. The military armored vehicle only leaves its position in order to fight a target, but exposes itself and its crew inevitably. Taking up such a position also prevents the crew of the armored vehicle from observing the surroundings and, on the other hand, being able to identify targets. The use of additional military units e.g. As an artillery observer, who observe the surroundings and possible targets, or a guide who directs additional guided missiles to the target, is therefore necessary.

In some situations, a military armored vehicle is therefore dependent on military support units, which are also exposed to possible shelling and corresponding dangers. In addition, due to the need for support units, the military armored vehicle cannot operate as an autonomous system, which increases flexibility in use and the achievable surprise factor, due to the large number of military units to be deployed.

The object of the present invention is therefore to provide an improved military armored vehicle.

In a military armored vehicle of the type mentioned at the outset, this object is achieved in that it has motor-driven sub-vehicles, a first sub-vehicle being a main vehicle, which in particular has a crew compartment for accommodating a crew, and a second sub-vehicle being a sub-vehicle, which is in particular has a weapon, the main vehicle and the secondary vehicle can be coupled to one another. The subdivision of the military armored vehicle into individual, connectable and motor-driven sub-vehicles allows individual movement of the individual sub-vehicles. The protection of the crew, such as a driver, a commander and possibly a gunner, and the self-sufficient usability of the military armored vehicle is improved in this way.

For example, the auxiliary vehicle can leave a position without the main vehicle being exposed and the position of the crew being clarified. The sub-vehicles can be individually repositioned or externally loaded, for example by train, plane, helicopter, landing craft and / or over bridges of comparatively low load capacity. The partial vehicles can also perform tasks for which military support units would otherwise be used. In an advantageous development of the invention, the partial vehicles have different degrees of armor, in particular this has Secondary vehicle has a lower degree of armor than the main vehicle. The armor of the military armored vehicle can easily be concentrated to protect one of the sub-vehicles. A main vehicle with a higher degree of armor than the secondary vehicle can provide the crew with greater protection against threats. In particular, the higher level of protection can be provided without changing the overall weight of the military vehicle by saving the weight required for the higher armor level of the main vehicle with the lower armor level of the sub vehicle. The main vehicle preferably has a thicker armor steel than the secondary vehicle.

The auxiliary vehicle preferably has a lower weight than the main vehicle.

The main vehicle is preferably designed to be highly protected, in particular with a protected crew room, an NBC protection system, heavy armor protection and / or air conditioning. The main vehicle can be a crew vehicle with a crew and / or the auxiliary vehicle can be a functional vehicle that can perform mission-specific functions. The auxiliary vehicle has the functional devices required for the function. For example, for the "combat" function, the auxiliary vehicle can have the "main weapon" functional device. The functional devices of the sub vehicle can be served by the crew of the main vehicle from the main vehicle using appropriate control devices in the main vehicle. This separates the function and crew from two sub-vehicles. The main vehicle is preferably manned and / or auxiliary vehicle unmanned.

The auxiliary vehicle preferably carries a main weapon, in particular an armored gun, a missile launching device and / or a laser. The main weapon can be the main armament of the military armored vehicle, from which the combat strength of the military armored vehicle is based primarily. In addition, the auxiliary vehicle and / or the main vehicle can carry a secondary armament, such as a machine gun, a light machine gun and / or a grenade launcher. Secondary armament can primarily serve the self-defense of the sub-vehicle, especially in the close range.

The main weapon can be a barrel weapon with a caliber of at least 25 mm, in particular at least 60 mm, preferably at least 100 mm. The caliber is particularly preferably 100 mm to 140 mm.

The main weapon, especially the weapon barrel, can be aimed in azimuth and elevation. The main weapon, in particular the weapon barrel, is preferably stored in a particularly armored turret. The main weapon can be designed for direct shooting and / or indirect shooting. The main weapon can be designed to be remotely controllable, the remote control taking place in particular from the main vehicle. The main weapon can be an automatic weapon, in particular the loading process takes place automatically.

The auxiliary vehicle can also have at least one viewing device and / or at least one sensor. The auxiliary vehicle can additionally or alternatively have other application-specific functional devices, such as, for example, ABC detection systems, reconnaissance systems, EloKa systems (electronic warfare), air monitoring systems, air defense systems, mine clearance devices and / or interference systems. The flexibility of the military armored vehicle can easily be increased. The military armored vehicle can be modularly adapted to an application scenario by coupling the main vehicle to an auxiliary vehicle which is equipped with an application-specific functional device suitable for an application scenario. Thanks to its modular adaptability, the military armored vehicle can easily fill different operational roles, for example as a battle tank, including artillery tanks, armored tanks, reconnaissance tanks, EloKa tanks, air surveillance tanks, anti-aircraft tanks, anti-tank tanks and / or sturgeon tanks.

It is possible to provide a vehicle fleet consisting of at least one main vehicle and at least two different auxiliary vehicles, which can optionally be coupled to the main vehicle. It can be structurally provided that the main vehicle and the sub vehicle each have at least one coupling point for coupling to one another. The coupling points are preferably arranged on the end faces of the partial driving. The at least one coupling point of the main vehicle can be connected to the at least one coupling point of the secondary vehicle in a simple manner to produce a coupling between the main vehicle and the auxiliary vehicle. The coupling points can be connected directly and / or via coupling elements, such as coupling rods, ropes, chains, lines and / or cables. The coupling is preferably carried out on the front of the main vehicle. As a result, the auxiliary vehicle increases the protection of the crew at one frontal threat, which can occur especially in a duel situation between main battle tanks.

It is further advantageous if the main vehicle has at least one coupling point in its front area and in its rear area for optional coupling to the auxiliary vehicle. The auxiliary vehicle can be coupled both in the front area in front of the main vehicle and in the rear area behind the main vehicle. Due to the selectable side via which a coupling takes place, the partial vehicles can be used for mutual recovery, for example if a partial vehicle has got stuck in difficult terrain.

In terms of design, it can be provided that an auxiliary vehicle in the rear area of the main vehicle and an identical or different auxiliary vehicle in the front area of the main vehicle can be coupled to the main vehicle at the same time. The military armored vehicle can be adaptable to different application scenarios by the choice of the attachable auxiliary vehicles. For example, a slave vehicle with a tank gun to fight land targets and another side with a vehicle can Ra ketenabschussvorn ^'rect be equipped for combating air targets. The range of uses of the military armored vehicle can be easily increased.

In a preferred embodiment of the invention, a mechanical coupling between the main vehicle and the secondary vehicle can be produced via the coupling points. The coupling can preferably also be designed to be detachable.

To produce the coupling, in particular a releasable coupling, the coupling points and the coupling elements can engage in one another in the manner of a hammer head lock. For this, a hammer head-shaped Locking element can be introduced into a locking recess, in particular a groove, in such a way that it can engage behind the locking recess to engage behind. The locking can in particular be made by rotating the hammer head-shaped locking element about its longitudinal axis in the locking recess. The hammer head-shaped locking element is preferably part of the coupling element and the locking Ausneh tion part of the coupling point. Likewise, however, the coupling element can also have a locking recess and the coupling point can have a hammer head-shaped locking element.

A mechanical coupling between the main vehicle and the secondary vehicle can advantageously be produced via at least one drawbar with one or more drawbar arms. In particular, the drawbar can be designed in the manner of a triangular drawbar with two drawbar arms, each of which connects a coupling point of the first or second partial vehicle to a common coupling point of the second or first partial vehicle. Alternatively or additionally, a drawbar with only one drawbar arm can connect a coupling point of the main vehicle to a coupling point of the secondary vehicle, in particular in the manner of a push rod.

A sub-vehicle, in particular the main vehicle, can be used to establish and / or release the coupling between the main vehicle and the sub-vehicle under protection, a sensor system with at least one sensor, in particular a video camera, a stereo camera, a distance sensor, a pressure sensor or a contact sensor. exhibit. The sensor system can be used to monitor one or more coupling points of the other sub-vehicle, in particular the sub-vehicle, and / or an end of a coupling element to be connected to this other sub-vehicle. Supported by the sensors, a fully automated or semi-automated Established and / or release of the coupling between the main vehicle and the secondary vehicle can be achieved. Alternatively or additionally, the coupling elements can have such a sensor system with one or more sensors. The monitoring can relate in particular to the position, the position and / or the distance relative to the sub-vehicle, in particular the main vehicle, or the respective coupling element.

It is further advantageous if, in particular via the coupling points, a flexible mechanical coupling between the main vehicle and the secondary vehicle can be established. The flexible mechanical coupling can be used to transmit tensile forces and / or compressive forces between the main vehicle and the secondary vehicle.

In this context, a relative mobility of the main vehicle and the secondary vehicle about a vertical axis and / or a transverse axis of the armored vehicle is particularly advantageous with a flexible mechanical coupling. The cornering of the military armored vehicle can be improved. Fast cornering can be made possible. It is further advantageous if, in particular via the coupling points, a rigid mechanical coupling between the main vehicle and the secondary vehicle can be produced. The rigid mechanical coupling can be used to transmit torques, tensile forces and compressive forces between the main vehicle and the secondary vehicle. The military armored vehicle can be made rigid over its entire length due to the rigid mechanical coupling of the main vehicle to the secondary vehicle. The stability of the military armored vehicle can be increased, especially when driving through difficult terrain. A rigid mechanical coupling between the main vehicle and the secondary vehicle can advantageously be produced via at least one drawbar with one or more drawbar arms. Advantageously, at least two coupling points of the main vehicle are connected to at least two coupling points of the auxiliary vehicle via the drawbar or the drawbars such that one coupling point of the main vehicle is connected to a coupling point of the auxiliary vehicle via a drawbar arm. It has proven to be particularly advantageous here if the at least two coupling points of the main vehicle and / or the at least two coupling points of the auxiliary vehicle are offset from one another along the vertical axis and / or the transverse axis of the armored vehicle.

The coupling points of the sub-vehicles can be connected to one another via at least one hydraulic cylinder and a rigid coupling element. Advantageously, two hydraulic cylinders are provided, which can be arranged in particular at coupling points laterally positioned along the transverse axis. The hydraulic cylinders can be those that are blocked by pressure relief valves, which in combination with the rigid coupling element results in a rigid connection of the sub-vehicles. Bending moments acting on the sub-vehicles cause an increase in pressure in the hydraulic cylinder. If the pressure in the hydraulic cylinder exceeds a limit pressure, the pressure relief valve can open in order to enable relative movements of the sub-vehicles to each other and to avoid overloading the coupling points.

There can be a change between the rigid coupling and the flexible coupling, in particular without completely decoupling the partial vehicles, it can follow. The armored vehicle is preferably designed in such a way that the partial vehicles can be coupled flexibly or rigidly. The change can take place while the vehicle is stationary and / or while driving. The change can be controlled from the crew room, especially by the driver.

The distance between the sub-vehicles can be smaller with a rigid coupling than with a flexible coupling. The smaller distance between the sub-vehicles in the case of a rigid coupling means that maneuverability during cornering with a rigid coupling can be improved.

A reduction in the distance between the partial vehicles can be achieved by changing the length of the coupling element or elements between the partial vehicles. To change the length, the coupling element can be made telescopic or foldable on itself and / or a sub-vehicle. The coupling element can be designed to reduce the distance between the vehicles in one or both vehicles.

A rigid coupling element, in particular a drawbar, can be designed to reduce the distance between the sub-vehicles. The fold-up coupling element preferably has a guide area, in particular in the manner of a guide rail or a guide groove, and a connecting runner which can be moved along the guide area to connect the coupling element to a coupling point. When the coupling element is folded up, the connecting runner can be guided along the guide area without being raised. The distance between the sub-vehicles can be reduced by folding up the coupling element, in particular the guide area, without exerting lifting forces on the coupling point connected to the connecting rotor.

It has proven to be advantageous if the rigid mechanical coupling is produced via at least two, preferably at least three, particularly preferably at least four coupling points per partial vehicle. About min at least two coupling points can be achieved in a technically simple manner, a rigid coupling and produce a relative immobility about the vertical axis and the transverse axis of the armored vehicle. The coupling points for the mechanical coupling are preferably arranged in corner areas of the partial vehicles, in particular away from the central longitudinal plane of the partial vehicle.

It has proven to be advantageous if the flexible mechanical coupling is produced via at least one, preferably exactly one coupling point per partial vehicle. The at least or exactly one coupling point for the flexible coupling is preferably arranged in the area of the partial vehicle longitudinal center plane, in particular essentially or precisely in the partial vehicle longitudinal center plane.

The coupling points for the flexible or rigid mechanical coupling can be the same or different coupling points. It is also possible that the coupling point for the flexible coupling supports the rigid coupling and / or vice versa.

In a further development of the invention, an electrical coupling for energy exchange between the main vehicle and the secondary vehicle can be produced via the coupling points. Via the electrical coupling, a partial vehicle, in particular the main vehicle, can supply the other partial vehicle, in particular the secondary vehicle, with energy. Charging energy storage of one of the sub-vehicles by the other sub-vehicle is made possible in a simple manner. The electrical coupling can be produced and / or released independently of the mechanical coupling.

According to a further embodiment of the invention, it is proposed that a data coupling for data transmission between the main vehicle and the secondary vehicle can be established via the coupling points. Data can be exchanged between the sub-vehicles in a simple manner. The data coupling can take place via an electrical connection, an optical fiber, by radio, in particular by radio relay. The data coupling can be produced and / or released independently of the electrical coupling and / or the mechanical coupling.

The military armored vehicle preferably has a plurality of operating modes for the situation-adapted operation of the sub-vehicles. Depending on the situation encountered by the military armored vehicle in operation, the operation of the military armored vehicle can be adapted by selecting one of the operating modes.

It is particularly preferred if the operating modes include a rigid mode, in which the main vehicle and the secondary vehicle are rigidly coupled to one another, and a flexible mode, in which the main vehicle and the secondary vehicle are flexibly coupled to one another. In rigid mode, other coupling points than in flexible mode can be used to couple the main vehicle and the secondary vehicle. Cornering on roads and off-road driving can be done especially in flexible mode, while combat situations, especially rigid mode, can be selected for operation.

The distance between the main vehicle and the secondary vehicle can be smaller in the rigid mode than in the flexible mode. The transition between the rigid mode and the flexible mode is advantageously automated or, in particular from the interior of the main vehicle, remotely controlled.

Another embodiment provides that the operating modes include a decoupled mode for autonomous operation of the sub-vehicles, in which the main vehicle and the secondary vehicle are decoupled from one another are. The decoupled mode can be used, for example, to cross bridges with one sub-vehicle after the other, the load capacity of which is not sufficient for the entire military armored vehicle, but which the individual sub-vehicles can carry. In decoupled mode, it can be easily transported with other vehicles, for example with landing craft, trains and / or planes.

In this context, it has proven to be advantageous if the auxiliary vehicle can be operated in the decoupled mode in the manner of an autonomously operating, in particular unmanned, combat module. The autonomously operating auxiliary vehicle can carry out tasks independently. The number of crew members of the military armored vehicle can be reduced. It can also be equipped with a path-finding system. An operator who is preferably in the main vehicle and is protected by it can specify a target position for the autonomously operating auxiliary vehicle without carrying out a detailed control procedure. The auxiliary vehicle can independently find a way to the target position and go to it. According to a design, it is proposed that passive fire protection be dispensed with in the case of an unmanned auxiliary vehicle. In this way, additional weight can be saved. In addition, materials can be used in an unmanned auxiliary vehicle that cannot be installed in the main vehicle for protection or fire protection reasons. These can be, for example, elements such as plates and / or laminates made of aluminum, magnesium, carbon, carbon fibers and / or mixed materials made of carbon, metals and / or ceramics. The main vehicle is particularly preferably in the decoupled mode in the manner of a control module, an artillery observer module, a target instruction. sermoduls and / or a reconnaissance module. The control of the auxiliary vehicle can take place as a control module from the main vehicle. As an artillery observation module, the main vehicle can observe the surroundings and possible targets located therein. The main vehicle can direct guided missiles to a target as a targeting module. It can be used as a target guide module, in particular in conjunction with auxiliary vehicles that have NLOS (Non Line of Sight) missiles as armament and are therefore reliant on target instruction to combat the target. The main vehicle can preferably take a different position away from the secondary vehicle, which, in particular in the manner of an advanced artillery observer, enables a better overview of the surroundings.

It is also advantageous if the auxiliary vehicle can be operated remotely from the main vehicle, in particular for remote control of its drive, steering and / or weapon. The auxiliary vehicle can be operated by the crew of the main vehicle. This can be better protected. The main vehicle may be in a different position than the sub vehicle so that the position of the crew is not revealed by effects associated with firing the weapon, such as muzzle flashes, whirled up dust and dirt.

The auxiliary vehicle can preferably be remote-controlled from the main vehicle in a state decoupled from the main vehicle, in particular over a distance of at least 5 m, preferably at least 20 m, particularly preferably at least 100 m. A protective distance between the secondary vehicle and the main vehicle remote-controlling the main vehicle can be achieved in a simple manner. In a further embodiment of the invention, it has proven to be advantageous if each sub-vehicle can be driven autonomously. Through the autonomous me driveability of the individual sub-vehicles does not depend on a drive of another sub-vehicle in order to move.

It is a further advantage if the sub-vehicles have their own engine, in particular a turbine, an electric motor and / or an internal combustion engine. In the case of coupled sub-vehicles, the engines of the individual sub-vehicles can work together to drive the military armored vehicle together. Alternatively, one of the engines can act as the main engine of the military armored vehicle in order to drive it when the sub-vehicles are coupled to one another.

In a constructive embodiment, the main vehicle can have a more powerful engine than the secondary vehicle. In particular, the engine of the main vehicle can correspond to the engine power of a battle tank or lie above it. The engine of the auxiliary vehicle can alternatively or additionally be used to maneuver the military armored vehicle, to turn a tower and / or to aim the weapon of the auxiliary vehicle. The engine of the main vehicle and the engine of the auxiliary vehicle coupled to the main vehicle can preferably be operated redundantly. Failure protection can be achieved in a simple manner by the redundantly operable engines of the main vehicle and the secondary vehicle. If the engine of one sub-vehicle fails, the engine of the other sub-vehicle can compensate for the failure. The operational readiness of the military armored vehicle can be ensured in this way.

Furthermore, it can be advantageous if the auxiliary vehicle is driven purely electrically, in particular with an electric motor, an accumulator and / or a fuel cell. The auxiliary vehicle can especially exclusively, the electric drive is particularly quiet, especially quieter than the main vehicle. Emissions emitted by the auxiliary vehicle, such as exhaust gases, are reduced and / or avoided. The camouflage of the auxiliary vehicle can be improved. The likelihood of an enemy being cleared up can be reduced. The secondary vehicle can have a lower noise signature than the main vehicle.

The main vehicle may be powered by an internal combustion engine. Regular charging of the accumulator can be avoided. Long operating times of the main vehicle can be achieved, in particular through fuels with a high energy density. The main vehicle and / or the secondary vehicle can have a fuel tank. Before, only the main vehicle has a fuel tank.

In this context, it has proven to be advantageous if the auxiliary vehicle can be supplied with energy by the main vehicle. In particular in the case of a secondary vehicle coupled to the main vehicle, the vehicle's energy supply to the secondary vehicle can be protected. The lifespan of a secondary vehicle battery can be extended.

It is also advantageous if the accumulator of the secondary vehicle can be charged with the engine of the main vehicle, in particular via a generator driven by the internal combustion engine. The auxiliary vehicle, in particular its accumulator, can be charged without starting a separate, external charging station. The operational readiness of the entire military armored vehicle can be increased. The main vehicle and / or the secondary vehicle preferably each have at least two electric motors. These can act on opposite sprockets of a sub-vehicle. Each sub-vehicle can be a wheeled vehicle or a tracked vehicle.

In a preferred embodiment of the invention it is provided that the sub-vehicles have chain drives, in particular chain drives with rubber chains and / or aluminum chains. Rubber chains and / or aluminum chains can further reduce the weight of the individual tracked vehicles. Especially with an unmanned and therefore lighter sub vehicle lighter rubber chains and / or aluminum chains can be used, which are not suitable for use in heavier vehicles due to their load capacity. The chains of the chain drives can be made in one piece and / or in several parts, in particular as links. Electric motors can drive the drive wheels of the chain drive. In lighter sub-vehicles, especially in unmanned auxiliary vehicles, rollers made of light materials can be used, such as plastic compounds, carbon, carbon fibers, mixed materials and / or fiber materials.

When coupled, the armored vehicle has a twin drive. A preferred embodiment provides that the main vehicle has an uncoupled drive, in particular a decoupled hydropneumatic support roller drive. The drive can be connected to the vehicle pan via rubber elements. The transmission of vibrations from the drive to the vehicle interior can be reduced. A noise level inside the main vehicle can be reduced and the crew can stay longer in the main vehicle. With the secondary vehicle, a non-decoupled drive can be used and an uncoupled drive can be dispensed with. The weight of the auxiliary vehicle and thus the military armored vehicle can be reduced and costs can be saved.

Preferably, in particular passive, trigonometric localization can be carried out without changing the position of the armored vehicle. The main vehicle and the secondary vehicle can be positioned at a known distance from each other for trigonometric location and measure the angle to a target. The distance and the direction of the target can be determined from the distance between the sub-vehicles and the measured angles. Trigonometric location can be carried out autonomously without the use of additional military support units. In the case of passive trigonometric location, the target acts as a signal source, so that no signals that can be clarified are sent by the partial vehicles. Enlightenment by an opponent is difficult. The trigonometric location can be visual, acoustic, thermal radiation, radio signals and / or laser signals. In a method of the type mentioned at the outset, it is proposed that the operation of a military armored vehicle with motor-driven sub-vehicles, in particular according to one of the preceding claims, be selectively coupled or uncoupled with the main vehicle and the sub-vehicle.

To protect the crew from exposure, the main vehicle and the secondary vehicle can be decoupled. The main vehicle and the secondary vehicle can be coupled, in particular rigidly or flexibly coupled, for driving in the field or in localities. For example, a fast passage through curves can be ensured. The features described in connection with the military tank vehicle according to the invention can be used individually or in combination in the method. The same advantages result, which have already been described.

In this context, it has proven to be advantageous if the coupling between the main vehicle and the secondary vehicle is established and / or released under protection. Exposure of crew members who would have to leave the protection of the main vehicle to produce a coupling can be avoided. The coupling can also be established in threat situations and / or under enemy fire. It is also proposed that the auxiliary vehicle be automatically coupled to the main vehicle. Automated coupling can be done quickly and without intervention by the crew of the military armored vehicle. A change between a flexible mode and / or a rigid mode and a decoupled mode can be done quickly.

The coupling state can be monitored and / or controlled by means of a sensor system.

The sensor system advantageously includes a video camera, stereo camera, a distance sensor, a contact sensor and / or a pressure sensor.

The sensor system can be arranged on a sub-vehicle and / or on a coupling element.

Further details and advantages of a military armored vehicle according to the invention and a method for operating a military armored vehicle are described below schematically with reference to the figures illustrated embodiments of the invention are explained by way of example. In it show:

1 is a schematic representation of a military tank driving vehicle, as is known from the prior art,

2 is a schematic representation of a military armored vehicle according to the invention with coupled partial vehicles,

3 is a schematic representation of a military armored vehicle according to the invention with decoupled sub-vehicles,

4 shows a schematic representation of a main vehicle, each with a side vehicle coupled to the rear and front,

5 is a schematic representation of coupling points on the partial vehicles, FIG. 6 is a schematic representation of the division of components,

7 shows a schematic illustration of the trigonometric location of a target,

Fig. 8 is a schematic representation of coupling points of the partial driving tools with a hydraulic cylinder and

Fig. 9a, b is a schematic representation of a change in distance with egg nem foldable coupling element. 1 shows a military armored vehicle 1000 as it corresponds to the prior art. It takes the crew 100 in its interior and is also equipped with a main weapon 4. Due to the high total weight resulting from the armor 100 required to protect the crew 100 and the main weapon 4, the drive 1003 of the armored vehicle 1000 is equipped with heavy link chains 19. These increase the total weight of the armored vehicle 1000 additionally. However, lighter chains cannot be used, since only heavy link chains 19 are sufficiently stable and resilient for such a heavy armored vehicle 1000. Due to the heavy design of the armored vehicle 1000, these bridges, in particular mobile auxiliary bridges, cannot cross with a low load capacity and can only be transported extremely restrictedly with other vehicles, such as aircraft. In addition, the crew 100 is in the same position in the terrain as the main weapon 4. When a shot is fired, not only the position of the main weapon 4 but also the crew 100 is thereby revealed.

These disadvantages can be avoided with a military armored vehicle 1 according to the invention, which is designed, for example, as a battle tank, as is shown, for example, in FIGS. 2 and 3. The military armored vehicle 1 has two motor-driven sub-vehicles 2, 3.

The first sub-vehicle 2 is designed as a main vehicle 2, which has a crew room 15 for accommodating a crew 100. In addition, the main vehicle 2 is equipped with a secondary armament 5, which enables self-defense of the main vehicle 2, in particular in the manner of a short-range defense. The armored vehicle 1, in particular the crew room, has several workplaces, in particular at least two or at least three workplaces. places, preferably exactly two or exactly three workplaces. The workplaces can be workplaces for a driver, a commander and / or a gunner. The driver can take over driving the main vehicle 2 and / or driving the auxiliary vehicle 3 in the coupled state. The gunner can operate the main weapon 4 and / or secondary weapon 5. The driver, the commander and / or the gunner can take over the driving and / or remote control of the auxiliary vehicle 3. The workplaces are designed according to the task. They include a seat and the control and display devices required for the task. The workplace for the gunner can, for example, include an operating device via which a weapon can be aimed and fired. The work station for the gunner can have, for example, a guidance information system which allows the reception and transmission of military guidance data. Typical military management data are deployment plans, commands, reconnaissance data, target coordinates and location data. The guide data can be present in the guide information system in the form of text data, voice data or as database objects and can be received and / or sent via a wireless communication link. The workplace for the driver can include, for example, control devices for steering and accelerating the vehicle.

The second sub-vehicle 3 is designed as an auxiliary vehicle 3 which carries a weapon 4. This forms the main weapon 4 of the entire military armored vehicle 1. The main weapon 4 is designed as an armored gun, which can fire large-caliber ammunition bodies. It is equally possible to design the main weapon 4 as a weapon of another type, for example as a laser and / or a missile launching device. The main weapon 4 is part of a turret. The tower is rotatably mounted on the roof of the auxiliary vehicle. A straightening device is provided in the turret for straightening the weapon barrel in elevation. Drives are provided for aiming in azimuth and elevation.

In the auxiliary vehicle, the ammunition magazine and / or a loading device for loading ammunition into the weapon can also be arranged. Before loading the loading mechanism is fully automatic. This means that no crew is required to load the weapon with ammunition bodies, such as cartridges, projectiles and / or propellant charges.

The main vehicle 2 and the auxiliary vehicle 3 are shown coupled to one another in FIG. 2. For this purpose, both sub-vehicles 2, 3 in this fi gur not shown coupling points 6, 7, via which they can be coupled to each other. These coupling points 6, 7 are described in more detail in connection with FIG. 5 below. As shown in Fig. 2 Darge, the coupling of the two sub-vehicles 2, 3 via the coupling 6, 7 interconnecting coupling elements 8, which are designed in the manner of coupling rods.

The total weight of the military armored vehicle 1 is distributed to the sub-vehicles 2, 3 by distributing the crew room 15 and the main weapon 4 to the main vehicle 2 and the sub-vehicle 3, respectively. Each of the sub-vehicles 2, 3 is thus lighter than the known military armored vehicle 1000. Since the crew 100 is only in the crew compartment 15 of the main vehicle 2, only this must also have a degree of armor suitable for protecting the crew 100. The degree of armoring of the auxiliary vehicle 3 can deviate from this and, in particular, can be lower. As a result, further weight can be saved in the auxiliary vehicle 3. In the comparatively light auxiliary vehicle 3, a chain drive 3.3 can therefore be used, which instead of a heavy one Link chain 19 uses a lighter rubber chain 20. In the chain drive 2.3 of the main vehicle 2, a link chain 19 continues to be used, which, however, turns out to be easier in comparison to the heavy link chain 19 of the armored vehicle 1000.

The military armored vehicle 1 can be operated in different operating modes. The respective operating mode is selected depending on the current situation in which the military vehicle 1 is located.

One of these operating modes is a rigid mode, in which the main driving tool 2 and the auxiliary vehicle 3 are mechanically rigidly coupled to one another, as shown in FIG. 2. In this not only tensile and compressive forces between the sub-vehicles 2, 3 are transmitted via the coupling elements 8, but also torques. The Teilfahrzeu ge 2, 3 can not be rotated against each other, in particular not about the longitudinal axis, a transverse axis Q or a vertical axis H of the military armored vehicle 1st In this rigid mode, the military tank vehicle 1 can fight as a coherent system. Due to the mechanically rigid coupling, a stable position of the military armored vehicle 1 is achieved, particularly in the field.

In a flexible mode, not shown, there is a mechanically flexible coupling between the main vehicle 2 and the sub-vehicle 3. In this 8 tensile and compressive forces between the sub-vehicles 2, 3 are transmitted via a coupling element, but no torques. In comparison to the rigid mode, fewer coupling points 7 and coupling elements 8 are used in the flexible mode. The sub-vehicles 2, 3 can be rotated against one another, in particular about the transverse axis Q, the vertical axis H and / or the longitudinal axis of the military armored vehicle 1. The Flexi bel mode is particularly useful when cornering, especially on paved roads Roads, because a small turning circle can be achieved between the main vehicle 2 and the sub-vehicle 3 and therefore narrower curves can be made. In the rigid mode, the distance between the main vehicle 2 and the sub-vehicle 3 is smaller than in the flexible mode. When changing from the flexible mode to the rigid mode, the distance between the main vehicle 2 and the sub-vehicle 3 is reduced and increased when changing from the rigid mode to the flexible mode. The transition between the flexible mode and the rigid mode can be automated or remote controlled.

Another operating mode is a decoupling mode, as shown in FIG. 3. In this, the main vehicle 2 and the auxiliary vehicle 3 are decoupled, so that the auxiliary vehicle 3 can be parked separately from the main vehicle 2, for example. Since the sub-vehicles 2, 3 are themselves motor-driven, the main vehicle 2 and the sub-vehicle 3 in the decoupled mode can also operate automatically from one another without a supply from the other sub-vehicle 2, 3 being required.

The main vehicle 2 and the secondary vehicle 3 of the military armored vehicle 1 shown in FIG. 3 can not only be operated in a decoupled manner from one another, but they can also be driven autonomously from one another and can thus be driven independently of one another in a driven manner. The decoupled mode can be used, for example, to cross bridges with a sub-vehicle 2, 3 after the other. Bridges, the load capacity for the entire military tank driving test 1 is not sufficient, but which can carry the individual sub-vehicles 2, 3, can be crossed in this way with the military tank vehicle 1. The at least one auxiliary vehicle 3 can also be used in the decoupled mode in the manner of an unmanned combat module. Such a combat module can be sent ahead of the main vehicle 2 in order to combat a target without exposing the crew 100 of the military tank vehicle 1 to an immediate danger.

The auxiliary vehicle 3 is remotely operated in the decoupling mode from the main driving tool 2. As can be seen in FIG. 3, this remote control takes place without a physical connection between the main vehicle 2 and the auxiliary vehicle 3. Nevertheless, remote control can also take place via a physical connection, for example by cable. The main vehicle 2 performs the function of a control module. In each case, remote control of the auxiliary vehicle 3 from the main vehicle 2 can be realized over distances of more than 100 m.

The main vehicle 2 can not only be used in the decoupled mode as a control module for controlling the auxiliary vehicle 3, but can also perform other tasks independently of the auxiliary vehicle 3, such as, for example, the clarification of the surroundings, the observation of a target in the manner of an artillery observer and / or targeting a missile.

In Fig. 4, a further embodiment of the military armored vehicle 1 is shown, in which one, in particular the same, auxiliary vehicle 3 is coupled to the main vehicle 2 both in its front region 2.1 and in its rear region 2.2. For this purpose, the main vehicle 2 has coupling points 6, 7 in its front area 2.1 and its rear area 2.2, which coupling points 8 can be connected to coupling points 6, 7 of the auxiliary vehicles. Each of the auxiliary vehicles 3 has its own main weapon 4. The main weapons 4, unlike in FIG. 4 indicated, also to deal with weapons of different types, for example a tank gun to combat land targets and a missile launching device to combat aerial targets. The military armored vehicle 1 is modular and variable in this way. In the decoupled mode, it can be selected whether one of the two sub-vehicles 3 or both sub-vehicles 3 are to be decoupled or coupled from the main vehicle 2.

In the embodiment of the main vehicle 2 in FIG. 4, only one auxiliary vehicle 3 can also be coupled, it being possible to choose whether the coupling takes place via the front area 2.1 or the rear area 2.2 of the main vehicle 2. Although not explicitly shown, an auxiliary vehicle 3 can also have coupling points usable in its front area 3.1 and its rear area 3.2 for coupling to the main vehicle.

In Fig. 5 the coupling points used for coupling the sub-vehicles 2, 3 len 6, 7 are shown schematically. A mechanical, electrical and / or data coupling between the main vehicle 2 and the auxiliary vehicle 3 can be established via these coupling points 6, 7, which are only indicated schematically in FIG. 5.

The coupling points 6, 7 can be designed in the manner of locking recesses or hammer-head-shaped locking elements. In cooperation with hammer-head-shaped locking elements or locking recesses in the coupling elements 8, these can produce a hammer-head lock for connecting the main vehicle 2 and the auxiliary vehicle 3. In particular, a mechanically flexible coupling can be established via the coupling points 7 of the main vehicle 2 and the auxiliary vehicle 3. So- The main vehicle 2 as well as the secondary vehicle 3 each have only one coupling point 7, which is arranged opposite one another in the respective lower front area 2.1, 3.1 and / or rear area 2.2, 3.2 of the respective sub-vehicle 2, 3. The coupling that takes place via the coupling points 7 allows the main vehicle 2 and the sub-vehicle 3 to move relative to one another about the vertical axis H and / or the transverse axis Q, which protrudes from the image plane in FIG. 5.

The coupling points 7 for the flexible coupling lie in the longitudinal plane of the sub-vehicles. This runs centrally through the vehicle parallel to line 8 in FIG. 6.

In particular, a mechanically rigid coupling can be established via the coupling points 6 of the main vehicle 2 and the auxiliary vehicle 3. Both the main vehicle 2 and the auxiliary vehicle 3 each have four coupling points 6, which are arranged in pairs opposite one another, so that a coupling point 6 of the main vehicle 2 can be connected to a coupling point 6 of the auxiliary vehicle 3. The four coupling points 6 are each left and right and in the lower and upper front area 2.1, 3.1 and / or rear area 2.2, 3.2 of the respective sub-vehicle 2, 3, respectively. The coupling positions 6 of the main vehicle 2 and the auxiliary vehicle 3, which can be connected in pairs, determine the relative position of the two sub-vehicles 2, 3 in the case of a rigid coupling. Relative movements are suppressed. In this way, torques between the sub-vehicles 2, 3 are also transmitted via the rigid coupling.

The rigid coupling can, for example, include interlocking interlocking locking elements and in particular be designed as a bolt connection. Alternatively or additionally, the coupling points 6, 7 can also be used to produce an electrical coupling for energy exchange and / or a data coupling for data exchange between the main vehicle 2 and the auxiliary vehicle 3.

The coupling points 6, 7 are arranged on the main vehicle 2 and the auxiliary vehicle 3 in such a way that a coupling can be produced and / or released under protection, i. H. without a member of the crew 100 having to leave the military armored vehicle 1. For this purpose, the coupling points 6, 7 can be designed in the manner of an automatic quick coupling or a coupling that can be operated by the vehicle. The auxiliary vehicle 3 can be coupled to the main vehicle 2 and uncoupled from it without the crew having to intervene. 6 schematically shows the division of components between the main vehicle 2 and the auxiliary vehicle 3. In the main vehicle 2, on the one hand, the protected crew room 15 can be seen, which can accommodate the crew 100 and can additionally protect them against threats. To increase the degree of armor, the main vehicle 2 is equipped with a heavy armor protection 18, which can be designed as part of the shell of the main vehicle 2 or can be arranged on and / or below it. In order to protect the crew 100 from atomic, biological and chemical threats, the main vehicle 2 is equipped with an ABC protection system 16. An air conditioning system 17 enables the crew 100 to stay inside the main vehicle 2 over long periods of time and also under climatically difficult conditions, such as extreme heat or cold.

In the case of the unmanned auxiliary vehicle 3, the protected crew room 15, the ABC protection system 16, the air conditioning system 17 and the heavy armor protection 18 are dispensed with in a weight-saving manner. Both the main vehicle 2 and the auxiliary vehicle 3 are each equipped with at least one engine 10, 11, 21. The main vehicle 2 has an internal combustion engine 10 as the main engine. The internal combustion engine 10 drives the main vehicle 2 while driving. In addition, the main vehicle 2 is equipped with electric motors 1 1, which can be used as auxiliary engines. The electric motors 1 1 are supplied with voltage from the internal combustion engine 10 via a generator 14. The accumulator 12 supplies the electric motors 11 with voltage in the event of a failure of the internal combustion engine 10. Excess energy can be stored in an accumulator 12.

The auxiliary vehicle 3 is ben purely electrically driven by electric motors 21. An accumulator 22 serves as a voltage supply for the electric motors 21. Alternatively or additionally, the auxiliary vehicle 3 can be equipped with a fuel cell, not shown here.

In FIG. 6, the main vehicle 2 and the auxiliary vehicle 3 are electrically coupled to one another via a coupling element 8 designed as an energy line. In this way, the auxiliary vehicle 3 can be supplied with in particular electrical energy by the main vehicle 2. For this purpose, the internal combustion engine 10 drives the generator 14 to generate a voltage, which is used via the coupling element 8 to charge the battery 22 of the auxiliary vehicle 3. The coupling element 8, which is designed as an energy line, in particular as a cable, can also be used for the transmission of data between the main vehicle 2 and the auxiliary vehicle 3.

As long as the main vehicle 2 and the auxiliary vehicle 3 are coupled to one another, the engines 10, 11, 21 of the sub-vehicles 2, 3 can be operated redundantly. A failure of one of the engines 10, 1 1, 21 one of the Sub-vehicles 2, 3 can be caught by the remaining engines 10, 11, 21, in particular the other sub-vehicle 2, 3.

In coupled operation, the at least one drive, in particular the electric motor or motors, can preferably support the drive power and / or the steering. For this purpose, a control device is preferably provided, which coordinates the drives, in particular the electric motors, in the main vehicle and auxiliary vehicle, in particular synchronizes them with one another.

The main vehicle 2 also has a radio module 13 for communication with a radio module 23 of the auxiliary vehicle 3. Data transmission between the main vehicle 2 and the auxiliary vehicle 3 is thus possible even without an existing data coupling via the coupling points 6, 7. In this way, the auxiliary vehicle 3 can also be operated remotely from a main vehicle 2 which is far apart.

The radio module 23 is connected to a control unit 24 of the auxiliary vehicle 3 via a data line (not shown). This control unit 24 controls and controls the auxiliary vehicle 3 and in particular its drive, steering and / or main weapon 4. The control unit 24 enables the auxiliary vehicle 3 to carry out tasks independently.

The control unit 24 also executes a path-finding system with which the auxiliary vehicle 3 only needs to be given a target position to be reached. Controlled by the control unit 24, the auxiliary vehicle 3 can then independently move to this target position. The auxiliary vehicle can be operated in a decoupled state as UGV (unmaned ground vehicle). FIG. 7 schematically shows the trigonometric location of a target Z for which the position of the military armored vehicle 1 and therefore of the main vehicle 2 and the auxiliary vehicle 3 need not be changed. For this purpose, the main vehicle 2 and the auxiliary vehicle 3 are positioned at a known distance A from one another. The main vehicle 2 and the auxiliary vehicle 3 observe the target Z and in particular signals sent or reflected by the target Z, such as visual signals, acoustic signals, heat radiation signals, radio signals or laser signals. The angle W1 at which the target Z is observed relative to the orientation of the main vehicle 2 is detected by the main vehicle 2. The angle W2 is also detected by the secondary vehicle 3, under which the target Z is observed relative to the orientation of the secondary vehicle 3. For active trigonometric localization, the main vehicle 2 and the secondary vehicle 3 can be equipped with transmitters for sending out corresponding signals which can be reflected by the target Z. From the distance A of the sub-vehicles 2, 3 and the measured angles W1, W2, the distance E and the direction R of the target Z are determined trigonometrically.

Fig. 8 shows coupling points 6 of the sub-vehicles 2, 3 in rigid mode, which element 8 are connected to one another via at least one hydraulic cylinder 25 and a rigid coupling element. 8, the coupling points 6 of the auxiliary vehicle 3 and a coupling point 6 in the lower region of the main vehicle 2 are covered by the respective chain drives 26, so that these cannot be seen. Two hydraulic cylinders 25 are advantageously provided, which can be arranged in particular at coupling points 6 positioned laterally along the transverse axis Q. The hydraulic lik 25 cylinders can be those that are blocked by pressure relief valves, which in combination with the rigid Koppelele element 8 results in a rigid connection of the sub-vehicles 2, 3. On the Bending moments acting on sub-vehicles 2, 3 cause a pressure increase in the hydraulic cylinder 25. If the pressure in the hydraulic cylinder 25 rises above a limit pressure, the pressure relief valve can open in order to enable relative movements of the sub-vehicles 2, 3 to one another and to overload the coupling points 6 avoid.

To establish and release the coupling between the main vehicle 2 and the auxiliary vehicle 3 under protection, the main vehicle 2 has a sensor system with a sensor 27. This sensor 27 is designed as a contactless sensor, in particular as a video camera, stereo camera or distance sensor. The coupling points 6, 7 of the auxiliary vehicle 3 are monitored with the sensor 27. A fully automated or partially automated production and release of the coupling between the main vehicle 2 and the auxiliary vehicle 3 is thus achieved.

In Fig. 9a and Fig. 9b, a change in distance between the main driving tool 2 and the auxiliary vehicle 3 with a foldable Koppelele element 8 is shown. In FIG. 9 a, the distance between the sub-vehicles 2, 3 is initially large, as is the case, for example, with a flexible coupling of the two sub-vehicles 2, 3. The distance between the sub-vehicles 2, 3 is reduced during the transition between the ones in FIG. 9a and Fig. 9b positions shown by folding the coupling element 8. The rigid coupling element, which can be designed in particular as a drawbar, has a guide area 8.1, in particular in the manner of a guide rail or a guide groove, and a connecting runner movable along the guide area 8.1 8.2 on. Via the connection runner 8.2, the coupling element 8 is connected to at least one coupling point 6, 7 of the auxiliary vehicle 3. When the coupling element 8 is folded up, the connecting runner 8.2 is guided along the guide region 8.1. As can be seen, when the guide region 8.1 is folded up, the coupling element 8 is moved upward around the coupling point 6, 7. pivots, via which the coupling element 8 is connected to the main vehicle 2. The connecting runner 8.2 is not raised here, so that no lifting forces are transmitted from the main vehicle 2 to the coupling point 6, 7 and the secondary vehicle 3 via the coupling element 8. The distance between the sub-vehicles 2, 3 is increased by pivoting the guide area 8.1 accordingly, so that the coupling element 8 is folded down and the distance is increased.

With the help of the military armored vehicles 1 described above and the method for operating such military armored vehicles 1, it is possible to use a military armored vehicle 1 independently and at the same time to better protect the crew 100 from enemy fire. The armored vehicle 1 can also meet the essential or all of the features of a conventional armored vehicle, in particular an MBT (main battle tank). It can be designed as a “split MBT”.

Reference number:

I armored vehicle 2 main vehicle

2.1 Front area

2.2 rear area

2.3 Chain drive

3 auxiliary vehicle

3.1 Front area

3.2 rear area

3.3 Chain drive

4 main weapon

5 secondary armament 6 coupling point

7 coupling point

8 coupling element

8.1 Management area

8.2 Connection rotor 10 internal combustion engine

I I electric motor

12 accumulator

13 radio module

14 generator

15 crew room

16 ABC protection system

17 air conditioning

18 heavy armor protection

19 link chain

20 rubber tracks

21 electric motor 22 accumulator

23 radio module

24 control unit

25 hydraulic cylinder 26 chain drive

27 sensor

100 crew 1000 armored vehicle 1003 drive

A distance

E distance

H vertical axis

Q transverse axis R direction

W1 angle

W2 angle

Z target

Claims

Claims:

1. Military armored vehicle, in particular main battle tank, with motor-driven sub-vehicles (2, 3), a first sub-vehicle

Main vehicle (2), which in particular has a crew room (15) for receiving a crew (100), and a second part is a secondary vehicle (3), which in particular has a weapon (4), the main vehicle (2) and the auxiliary vehicle (3) can be coupled to one another.

2. Military armored vehicle according to claim 1, characterized in that the sub-vehicles (2, 3) have different degrees of armor, in particular the sub-vehicle (3) has a lower degree of armor than the main vehicle (2).

3. Military armored vehicle according to one of the preceding claims, characterized in that the main vehicle (2) and the sub vehicle (3) each have at least one coupling point (6, 7) for coupling to one another.

4. Military armored vehicle according to claim 3, characterized in that the main vehicle (2) in its front region (2.1) and in its rear region (2.2) each has at least one coupling point (6, 7) for optional coupling to the secondary vehicle (3).

5. Military armored vehicle according to one of the preceding claims, characterized in that, in particular via the coupling points (6, 7), a mechanical coupling between the main vehicle (2) and the secondary vehicle (3) can be produced.

6. Military armored vehicle according to claim 5, characterized in that, in particular via the coupling points (7), a flexible mechanical coupling between the main vehicle (2) and the secondary driving tool (3) can be produced.

7. Military armored vehicle according to one of claims 5 or 6,

characterized in that a rigid mechanical coupling between the main vehicle (2) and the secondary vehicle (3) can be produced via the coupling points (6).

8. Military armored vehicle according to one of the preceding claims, characterized by several operating modes for the situation-adapted operation of the sub-vehicles (2, 3).

9. Military armored vehicle according to claim 8, characterized in that the operating modes are a rigid mode in which the main driving tool (2) and the sub-vehicle (3) are rigidly coupled to one another, and a flexible mode in which the main vehicle (2 ) and the auxiliary vehicle (3) are flexibly coupled to one another.

10. Military armored vehicle according to one of claims 8 or 9,

characterized in that the operating modes comprise a decoupling mode for autonomous operation of the sub-vehicles (2, 3), in which the main vehicle (2) and the sub-vehicle (3) are decoupled from one another.

11. Military armored vehicle according to claim 10, characterized in that the auxiliary vehicle (3) can be operated in the decoupled mode in the manner of an autonomously operating, in particular unmanned, combat module.

12. Military armored vehicle according to one of the preceding claims, characterized in that the auxiliary vehicle (3) can be remote-controlled from the main vehicle (2), in particular for remote control of its drive, steering and / or weapon (4).

13. Military armored vehicle according to one of the preceding claims, characterized in that each sub-vehicle (2, 3) can be driven autonomously.

14. Military armored vehicle according to claim 13, characterized in that the sub-vehicles (2, 3) have their own drive unit (10, 11, 21), in particular a turbine, an electric motor (11, 21) and / or an internal combustion engine (10 ).

15. Military armored vehicle according to claim 14, characterized in that the auxiliary vehicle (3) is driven purely electrically, in particular with an electric motor (21), an accumulator (22) and / or a fuel cell.

16. A method for operating a military armored vehicle (1) with motor-driven sub-vehicles (2, 3), in particular according to one of the preceding claims, wherein the main vehicle (2) and the sub vehicle (3) are optionally coupled or uncoupled.

17. The method according to claim 16, characterized in that the coupling between the main vehicle (2) and the secondary vehicle (3) is produced and / or released under protection.

18. The method according to claim 17, characterized in that the auxiliary vehicle (3) automatically couples to the main vehicle (2).