RU142610U1 - VEHICLE STRUCTURE STRENGTH SYSTEM - Google Patents

Abstract

1. A system for reinforcing a vehicle structure comprising side walls, a floor extending between said side walls and meeting each side wall along an intersection line dividing each side wall into an upper part and a lower part, a bottom attached to the lower part of the side wall in place located at a distance from the mentioned intersection line, while the structure reinforcement system comprises a central structure reinforcement unit adapted to reduce floor deformation under the action of moment acting in the longitudinal direction of the vehicle, and a peripheral structural reinforcement assembly adapted to localize the bending of the side wall in its lower part due to the displacement of the bottom towards the floor, characterized in that the vehicle floor is made of floor panels having a thickness N so that the ratio of said thickness N to height M of the vehicle chassis is less than 1: 5.5.2. The structural reinforcement system according to claim 1, wherein said peripheral structural reinforcement assembly is configured to mechanically disconnect the lower and upper parts of the side wall in order to reduce the load exerted on the floor and side walls of the vehicle from the bottom. The structural reinforcement system according to any one of claims 1 or 2, in which the level of security provided by the vehicle is equivalent to the level of security provided by the bottom armor. 4. The structural reinforcement system of claim 1, wherein said central structural reinforcement assembly comprises at least a first and second longitudinal�

Description

The technical field to which the proposed utility model relates.

The proposed utility model relates to systems for enhancing the design of a vehicle, in particular with the aim of increasing the resistance of the vehicle to the effects of an explosion.

Prerequisites for creating the proposed utility model

It is known that when a vehicle is exposed to pulsed external forces, for example, when an explosion acts on the outer surface of a vehicle, material objects inside the vehicle may be damaged and injured to its passengers (personnel). Therefore, as you know, armored vehicles are equipped with bottom plate armor designed to protect the vehicle from an explosion occurring under it (for example, when the vehicle is on the ground in its standard position and is standing or passing over an explosive device.

In general, most of these vehicles have a floor that limits the space in which the passengers of the vehicle (personnel) are located, from below. Under the influence of such an explosion, the floor tends to bend up. The purpose of the bottom armor is to reduce as much as possible the deformation of the floor under the influence of the force of the explosion.

The usual explosive weapon used against a vehicle, in particular against a vehicle for transporting personnel, is a mine mounted on the surface of the earth in the place where the vehicle is likely to travel. When the vehicle passes over a mine, the detonation of the latter occurs, as a result of which extremely large forces arise and fragments are formed flying to the bottom of the vehicle. These forces acting on the bottom can cause at least the part that is closest to the center of the explosion to bend towards the floor of the compartment in which the vehicle’s personnel are located, for example, to the passenger cabin. In addition, the displacement of the bottom can give rise to a torque acting on the side walls of the vehicle connected to it, which, in turn, will cause them to bend. Such bending of the side walls may cause undesired displacement and / or damage and / or tearing of the floor of the passenger compartment to which the side walls are directly or indirectly attached. Such unwanted displacement and / or damage and / or separation of the floor of the passenger compartment can lead to injuries of personnel and damage to material objects located in the passenger compartment.

In addition, as is known, in most vehicles the size is longer than the width, so the moment of inertia of the vehicle is such that the longitudinal strain (that is, between the front and rear of the vehicle) is larger than the strain in transverse direction (i.e., between the left and right parts of the vehicle).

In a prior art vehicle disclosed in US 2012049570 A, a system is provided for reinforcing a vehicle structure comprising side walls and a floor extending between them that meets side walls along an intersection line dividing the side wall into upper and lower parts. In addition, the vehicle comprises a bottom attached to the lower part of the side wall at a distance from said intersection line. This vehicle structural reinforcement system comprises a central structural reinforcement assembly, which makes it possible to reduce floor deformation from the torque generated in the longitudinal direction of the vehicle. In addition, this vehicle structural reinforcement system comprises a peripheral structural reinforcement assembly, which enables localization of the bending of the side wall in its lower part by moving the bottom towards the floor.

One of the drawbacks of the design of the cabs of the vehicles of the type described above is that, in accordance with the requirements of protection against ballistic threats, the thickness of the floor is usually large, which reduces the legroom of personnel in the cab of the vehicle.

One of the goals of the proposed utility model is the creation of an armored compartment having increased legroom for personnel.

A brief description of the proposed utility model

The subject of this application provides a central unit for reinforcing the structure, providing reinforcement of the floor and the duct for the transmission of the vehicle to better withstand the forces generated by the explosion acting on the bottom of the vehicle.

The following terminology is used in the text of this application.

The longitudinal direction of the vehicle is the direction along the longitudinal axis passing between the front and rear of the vehicle.

Above / below and / or above / below - is determined by the vertical axis, that is, the axis perpendicular to the base horizontal plane, that is, the plane tangent to all the wheels of the vehicle (for example, the surface of the earth). For example, the vehicle roof is located above the vehicle floor in a vertical axis.

The transverse direction is the direction connecting the left and right sides of the vehicle, which is perpendicular to both the longitudinal and vertical axes of the vehicle.

According to the first aspect of the implementation of the proposed utility model provides for the creation of a system for strengthening the design of the vehicle, containing:

- side walls,

- a floor extending between said side walls and meeting with each of them along an intersection line dividing each side wall into an upper part of a side wall and a lower part of a side wall,

- a bottom attached to the lower part of each side wall in a place spaced from said intersection line,

wherein the vehicle structure reinforcement system comprises:

- a central structural reinforcement assembly designed to reduce floor deformation under the action of a torque generated in the longitudinal direction of the vehicle, and

- a peripheral unit for reinforcing the structure, designed to localize the bending of the side wall in its lower part under the action of the displacement of the bottom towards the floor,

- wherein the vehicle floor is made of floor panels having a thickness M such that the ratio of the thickness M to the height N of the vehicle chassis is less than 1: 5.5.

It should be understood that the structural reinforcement system described above makes it possible to reduce the thickness of the floor panels without leading to a deterioration in the protection of personnel inside the vehicle, and such a decrease in thickness even by a few millimeters can provide a significant effect in terms of increasing the space for legs and increase the comfort of the personnel.

In addition, lightweight materials such as aluminum can be used to make floor panels. In particular, with the proposed solution, the floor panels are protected externally with a bottom, which allows the use of cheaper aluminum of lower quality, which is not required to withstand environmental conditions (since it is protected by armor according to this application).

It should be noted that the above advantages are especially important for elongated vehicles, such as trucks, armored personnel carriers for transporting personnel, etc., which are relatively long. In the event of an explosion under the bottom of such vehicles, the torque arising in the direction of the longitudinal axis is significant - this is a problem for the solution of which they usually go along the path of increasing the thickness of the floor panels. It should also be understood that with a standard design solution, the longer the vehicle, the thicker it is necessary to make the floor panels so that they can withstand the torque acting in the longitudinal direction.

However, according to the proposed utility model, to reduce the deformation of the floor under the action of a torque acting on the vehicle in its longitudinal direction, a central structural strengthening unit is provided, whereby the thickness of the floor panels can be reduced, thereby providing additional legroom for personnel .

It should be understood that by strengthening the vehicle floor structure in the longitudinal direction while loosening the side wall portion to provide localized deformation under load, a system is created that, on the one hand, reduces the stresses applied to the floor when the bottom and side walls are deformed, and with on the other hand, it provides structural strength sufficient to withstand the remaining stresses by strengthening the floor.

Effective mechanical separation of the lower and upper parts of the side walls is ensured by the peripheral unit for strengthening the structure, so that when an explosion occurs under the vehicle, the forces generated by the explosion acting on the floor and side walls of the vehicle are significantly weakened by its underbody. In addition, thanks to the central unit of structural reinforcement, the side walls and floor of the vehicle provide a more effective resistance to the forces that act on them.

It should be clear that the structural solution disclosed above protects the personnel inside the vehicle from explosion, which arise when forces are applied to the bottom of the vehicle. One of the advantages of such a constructive solution is that it provides the ability to reduce the mass of the bottom armor of the vehicle while ensuring its ability to withstand some specific force of the explosion. In other words, in comparison with a vehicle that does not have any structural reinforcement, has a bottom armor of mass W and is capable of withstanding a certain explosive force, according to the proposed utility model, a central structural reinforcement unit is provided that can withstand the same explosion force with a mass of the bottom armor W ', which is significantly less than the mass W. Moreover, if the central node reinforcing the structure has a mass w, then with the proposed design solution the inequality W '+ w << W is observed (that is, while ensuring the same degree of protection, even the total mass of the central structural reinforcement unit and the reduced mass of the bottom are much smaller than the initial mass of the bottom armor).

The effectiveness of the central unit for reinforcing the structure can be so great that you can do without bottom plate. In other words, the proposed constructive solution provides the same explosion protection as when using bottom armor (for example, w << W).

Thus, strengthening the design of certain vehicle elements eliminates the need for heavy bottom armor, that is, the bottom can be freed from any ballistic armor.

In addition, it should be clear that the use of the proposed system of reinforcing the structure is carried out entirely due to the internal elements of the vehicle, that is, without adding elements outside the vehicle (for example, invoice bottom armor). Thus, when installing this structural reinforcement system, the dimensions, shape and appearance of the vehicle do not undergo significant changes (compared to a vehicle in which such a structural reinforcement system is not installed).

One of the advantages of such a technical solution and the elimination of the need for invoice armor in the lower part of the vehicle is that it provides the vehicle with the possibility of significantly greater ground clearance, that is, the distance between the lowest base plane tangent to the wheels of the vehicle, and the lowest material point of the vehicle (not counting the wheels).

The central structure reinforcing unit may comprise at least first and second longitudinal beams arranged parallel to each other, each of these longitudinal beams extending along one side of the transmission box when the central structure reinforcing unit is mounted on the vehicle, and a cross section of each longitudinal beam perpendicular to its longitudinal size has at least one short side and at least one long side, so that these longitudinal beams face each other with long sides of the cross section, the central structure reinforcing unit further comprises a load distribution plate that extends along the transmission when the central structure reinforcing unit is mounted on the vehicle and is oriented perpendicular to the long sides of the longitudinal beams, with one short side of the cross section of each longitudinal the beam faces this load distribution plate and is attached to it, and one short / long side of each longitudinal beam is attached it is replicated to the vehicle element, at least when the vehicle is in operation, while the load distribution plate is adapted to be fixed to the floor.

According to one specific embodiment of the proposed utility model, said vehicle element may be its bottom, extending under the vehicle floor, so that one short side of each longitudinal beam is attached to the load distribution plate, while the opposite short side of each longitudinal beam the beam is fixedly attached to the bottom of the vehicle.

According to an alternative embodiment of the proposed utility model, this element may be a transmission box, which is built around the transmission and contains at least two parallel side walls, to which properly made longitudinal beams can be attached, and may also contain an upper wall over which is located A properly executed load distribution plate. Said upper wall of the transmission box may be oriented perpendicular to said side walls, so that a tunnel of a generally rectangular section is formed, taken perpendicular to the longitudinal direction. Thus, at least in cross-section, the shape of the central structural reinforcement assembly corresponds to the shape of the transmission box, and is configured to be mounted over the transmission box.

In particular, a technical solution is possible in which each longitudinal beam is fixedly attached, via its long side, to the corresponding side wall of the transmission box, and the load distribution plate is fixedly attached to the short side of each longitudinal beam (i.e., the load distribution plate is not attached directly to the transmission box, but only to the longitudinal beams).

The orientation of the transmission box may be such that it extends in the longitudinal direction of the vehicle (i.e., between the front and rear of the vehicle), so that the longitudinal direction of each longitudinal beam corresponds to the longitudinal direction of the vehicle.

A technical solution is possible in which the ratio between the short side length and the long side length of each longitudinal beam does not exceed 0.5: 1, preferably does not exceed 0.35: 1, and even more preferably does not exceed 0.25: 1. For example, it may be 0.1666: 1 (3/18). This ratio of the lengths of the short and long sides of the cross section of each longitudinal beam allows the longitudinal beams to withstand the large forces applied to them in the upward direction (that is, the forces resulting from the explosion that occurred under the vehicle), in particular, withstand bending deformation in longitudinal direction.

In addition, the design solution of the central structural reinforcement assembly may be such that the load distribution plate in a direction perpendicular to the long side of each longitudinal beam has a length much larger than the short side of the longitudinal beam. In other words, the surface area of the load distribution plate is much larger than the surface area of the short side of each longitudinal beam.

When the surface area of the load distribution plate is substantially larger than the surface area of the short side of each longitudinal beam, the load distribution plate can operate to distribute the impact energy of the longitudinal beams to the corresponding floor area. This area may be 0.3 of that floor area that is free of any reinforcing elements, preferably 0.5 of that floor area, and even more preferably 0.65 of that floor area. For example, it can be 0.75 of the floor area that is free from any reinforcing elements.

In order to increase the surface of the load distribution plate, it may be provided with a middle portion that extends in the longitudinal direction and is provided with additional lateral protrusions extending from the said middle portion in the transverse direction. The said lateral protrusions, on the one hand, increase the surface of the load distribution plate, and on the other hand, only slightly increase its mass.

In addition, the vehicle may further comprise a floor, and the technical solution is such that the transmission box is located under the floor of the vehicle. According to such a design solution, the load distribution plate may be located between the transmission box and the vehicle floor. More specifically, the load distribution plate may be attached to the upper wall of the transmission box, to the lower side of the floor and on its lower side to the short side of each longitudinal beam.

Longitudinal beams can be made of material less solid than the material of the load distribution plate. According to one specific embodiment of the proposed utility model, the longitudinal beams can be made of rolled steel for uniform armor, while the load distribution plate can be made of high hardness armored steel. Due to this, in the event of an explosion under the vehicle, the longitudinal beams can experience bending deformation, thereby absorbing some impact energy, and the result of this bending can be the pressure of the longitudinal beams on the load distribution plate, the rigidity of which will withstand the impact of the longitudinal beams with absorption on it , thereby, additional energy of impact.

In addition, in order to further reduce floor deformation in both the longitudinal and transverse directions, the floor panels may have a significantly larger size along the vehicle’s height axis than along the load distribution plate. In particular, the ratio of these sizes (the size of the load distribution plate to the size of the floor panels) may be 0.5: 1, preferably 0.3: 1, even more preferably 0.25: 1. For example, this ratio may be 0.15: 1.

In addition, since an increase in the thickness of the floor panels entails an increase in the total mass of the vehicle, it seems desirable to make the floor panels of a relatively light material. In general, the greater the thickness of the floor panels, the lighter the material used. However, this material must still be stiff enough for the floor to withstand bending. One example of such a material is aluminum (for comparison, if you make a floor panel of the same thickness from steel, it will weigh three times as much).

With the structural solution described above, the central structural reinforcement unit has a generally rectangular shape without one side. With such a constructive solution, it is possible to distinguish the inner zone formed between the longitudinal beams (that is, inside the said rectangle), and the outer zone formed outside the longitudinal beams (that is, outside this rectangle). In particular, for each longitudinal beam, it is also possible to distinguish an inner long side and an outer long side, which correspond to said inner and outer zones.

The fixed joints between the longitudinal beams, the load distribution plate and the walls of the transmission box can be such that most of the loads applied to the transmission box as a result of an explosion under the vehicle are transferred to the central structural reinforcement unit. Such a fixed connection can be one-piece, for example, welded, or collapsible, for example, using bolts, clamps, etc.

In addition, the central structure reinforcing unit may comprise support ribs adapted to be in contact with both the load distribution plate and the longitudinal beams, so that an additional reinforcement of the connection between the load distribution plate and the longitudinal beams is provided. More specifically, these support ribs can be located in the outer zone, and the first side of each support rib can be connected to the load distribution plate, and the second side to the corresponding longitudinal beam. The central structural reinforcement assembly may comprise a plurality of ribs located on the outer zone of each of the longitudinal beams.

The supporting ribs can be attached to the load distribution plate and to the longitudinal beams by means of a flexible connection, which helps to maintain the orientation of the longitudinal beams relative to the load distribution plate even when the central unit of reinforcement of the explosion forces is exposed. According to one specific embodiment of the proposed utility model, the support ribs can be attached both to the load distribution plate and to the longitudinal beams by welding.

In addition, the supporting ribs can be made with positioning elements, and the load distribution plate and the longitudinal beams can be equipped with corresponding openings to accommodate these positioning elements, thus ensuring the exact positioning of the supporting ribs before welding and before welding the longitudinal beams to load distribution plate. In particular, the load distribution plate and the longitudinal beams may be provided with slots, and the supporting ribs may be provided with protrusions corresponding to these slots in size and shape.

In particular, in the case of welding, the following connections can be made:

(a) for each longitudinal beam, welding the inner long side to the load distribution plate along the entire intersection line between them;

(b) for each longitudinal beam, welding the outer long side to the load distribution plate along the entire intersection line between them;

(c) for each longitudinal beam, welding of the short side to the load distribution plate;

(d) for each supporting rib, welding the supporting rib to the outer long side of each longitudinal beam and to the lower surface of the load distribution plate; and

(e) for each longitudinal beam - welding of the inner long side to the corresponding side of the transmission box.

According to one specific embodiment of the proposed utility model, a technical solution is possible in which, when the central structure reinforcing unit is mounted on the vehicle, the central structure reinforcing unit can be first assembled (i.e., the longitudinal beams are fixedly attached to the load distribution plate and supporting ribs) and only then installed (as a single unit for strengthening the structure) on the transmission box. In other words, first, the above-described compounds (a) - (g) are performed, and only after this, the compound (e) is performed.

As for the welded joint (e), the longitudinal beams can be equipped with openings that, after installing the central structural reinforcement unit on the transmission box, provide access for welding the longitudinal beams to the walls of the transmission box. In particular, each of the longitudinal beams can be made with through openings extending between the inner long side and the outer long side and providing such access.

During assembly, as indicated above, the central structural reinforcement assembly is first assembled, that is, the longitudinal beams are given the desired orientation with respect to the load distribution plate, and the support ribs are installed and connected to the longitudinal beams and the load distribution plate using appropriate positioning elements. After this, the compounds (a) - (g) are carried out, as a result of which a single central unit for strengthening the structure is obtained.

At the end of this stage, a whole central unit of reinforcing the structure is installed on the transmission box and carry out its fixed attachment (stage (d)). Upon completion of this attachment, floor panels can be installed on the vehicle, which attach to the upper surface of the load distribution plate.

It should be noted that according to one specific design solution, the fastening of the load distribution plate to the floor panels can be detachable, which makes it possible to dismantle any separate floor panel, for example, in order to provide access to vehicle components located under the vehicle floor. In particular, since most vehicles are equipped with a bottom deflector, access to these components from within the vehicle is a great advantage. In particular, the floor panels and the load distribution plate can be provided with corresponding openings so that the fastening can be carried out by means of bolts.

It should also be noted that in the structural solution described above, the longitudinal beams due to their specific orientation (the short side faces up) provide a quantitative reduction in the longitudinal bending of the vehicle floor when an explosion acts on the lower part of the vehicle. It is clear that in the event of an explosion under the vehicle (that is, between the ground and the bottom of the vehicle), since most vehicles have a longer length, the moment of inertia of the vehicle contributes to its greater bending in the longitudinal than in the transverse direction. The orientation of the longitudinal beams in the central structural reinforcement unit, the height of which is greater than their width (long side and short side, respectively), provides a significant reduction in this bending effect.

The reinforcing elements of the peripheral reinforcing node of the structure can be installed in such a way that each of these reinforcing elements extends for the most part along the upper part of the side wall of the vehicle.

Mentioned reinforcing elements and some of the adjacent side walls may have a total thickness T1, and at least a portion of the lower part of the side wall has a thickness T2 that is less than T1.

These reinforcing elements can be attached to the floor and adjacent portion of the upper side wall.

Said peripheral reinforcement assembly may comprise additional reinforcing elements located at a part of the side walls that is attached to the bottom, said additional reinforcing elements and a part of the adjacent side wall having a total thickness T3, and at least a portion of the lower part of the side wall, located above the part of the side walls that is attached to the bottom, and below the mentioned line of intersection, has a thickness T2, which is less than T3.

According to another aspect of the implementation of the proposed utility model, there is provided a method for manufacturing a vehicle comprising side walls, a floor extending between them, meeting each of these side walls along an intersection line that divides the side wall into an upper part and a lower part, and a bottom attached to the lower part in a place located at a distance from the mentioned line of intersection, the method includes the operation of giving that part of each of the side walls that is adjacent to yanutoy intersection line thickness T1 which is greater than at least the thickness of the bottom of each of the sidewalls, to contain the lower portion of the sidewall bending caused by the displacement of the bottom of the vehicle toward its floor.

The process of giving this part the desired thickness may include the addition of reinforcing elements.

This addition may consist of adding additional reinforcing elements at the part of each of the side walls, which is attached to the bottom, while the said additional reinforcing elements and the adjacent part of each of the side walls have a total thickness of T3, and at least part of the lower part of the side wall located above that part of each of the side walls that is attached to the bottom, and below said intersection line, has a thickness T2 that is less than T3.

According to another aspect of the implementation of the proposed utility model provides for the creation of an reinforcing element designed to be attached to the side wall and floor of the vehicle and to reduce the bending movement of the side wall in its part adjacent to the floor.

Said reinforcing element may comprise a triangular shaped portion adapted to connect the vehicle floor with its side wall.

The peripheral reinforcement assembly may have any of the features described above when describing other aspects of the implementation of the proposed utility model.

According to any of the above aspects of the implementation of the proposed utility model:

- the peripheral structural reinforcement assembly may comprise a first-type reinforcing element configured to couple the vehicle floor to an adjacent portion of its side wall,

- the peripheral unit for reinforcing the structure may include a reinforcing element of the second type, configured to connect two adjacent to each other the walls of the vehicle,

- the peripheral unit for reinforcing the structure may include a reinforcing element of the third type, made with the possibility of connecting the bottom of the vehicle with the adjacent section of its side wall,

- the side walls of the vehicle in a certain area at the height of its floor can be made more rigid than the portion of each side wall below the floor,

- the side walls of the vehicle in a certain area at a height below its floor can be made more flexible than the portion of each side wall above.

According to another aspect of the implementation of the proposed utility model, it is envisaged to create a structure that provides reinforcing the floor of a vehicle having a transmission, said structure comprising at least first and second longitudinal beams oriented parallel to each other, with each of said longitudinal beams extending along one the transmission side when the structure is mounted in the vehicle and its cross section taken perpendicular to its longitudinal direction According to the invention, it has at least one short side and at least one long side, so that the longitudinal beams face each other with long sides, wherein said structure further comprises a load distribution plate that extends along said transmission when the structure is installed in the vehicle , and is oriented perpendicular to the long sides of the longitudinal beams, with one short side of each longitudinal beam facing the said load distribution plate and attached thereto, one long side of each longitudinal beam is fastened to the vehicle element connected to the transmission, at least when the vehicle is in operation, wherein said load distribution plate adapted to be fixed to the vehicle floor.

According to another aspect of the implementation of the proposed utility model, the creation of a vehicle structure reinforcement system is provided, comprising side walls, a floor extending between them, meeting each of these side walls along an intersection line that divides the side wall into an upper part and a lower part, and a bottom, attached to the bottom of each side wall in a place located at a distance from the mentioned line of intersection, while the system contains reinforcing elements that provide the localization rate on the lower part of the side wall of the bending caused by the displacement of the bottom of the vehicle towards its floor.

Brief Description of Attached Graphics

To provide a better understanding of the proposed utility model and illustrate its implementation in practice, based on examples not limiting the scope of claims, the options for its implementation are described with reference to the accompanying drawings.

On figa in a perspective view schematically shows a portion of the vehicle containing a system of structural reinforcement according to one example implementation of the proposed utility model.

On figv elements of the system depicted in figa, schematically shown in a perspective view with exploded parts.

On figs part of the vehicle depicted in figa, schematically shown in front view.

On fig.1D part of the vehicle depicted in figa and figs, schematically shown in front view during an explosion.

In FIG. 1E, a portion of the vehicle and structural reinforcement system illustrated in FIGS. 1A and 1D are schematically shown in enlarged view.

On figa in front view schematically shows part of a vehicle containing a structure reinforcement system according to another embodiment of the proposed utility model.

In FIG. 2B, a portion of the vehicle and the structural reinforcement system shown in FIG. 2A are schematically shown in perspective.

On figs in front view schematically shows an element of the amplification system of the structure shown in figa and figv.

On Fig element of the reinforcement system of the structure depicted in figa - figs, schematically shown in plan view.

FIG. 2E is a perspective view schematically illustrating a portion of a vehicle and a structural reinforcement system illustrated in FIGS. 2A-2C.

In FIG. 2F, an element of the reinforcement system of the structure illustrated in FIGS. 2A to 2E is shown schematically in a plan view.

On fig.2G in a perspective view schematically shows part of the vehicle and structural reinforcement systems, illustrated in figa - figa.

On fign in perspective view schematically shows part of the vehicle and structural reinforcement system, illustrated in figa - fig.2G.

On figi in top view schematically shows an element of the reinforcement system of the structure illustrated in figa-fign.

On fig.2J in a perspective view schematically shows part of the vehicle and structural reinforcement system, illustrated in figa - fig.2I.

In FIG. 2K, a plan view schematically shows an element of the reinforcement system of the structure illustrated in FIGS. 2A-2J.

FIG. 2L is a perspective view schematically illustrating a portion of a vehicle and a structural reinforcement system illustrated in FIGS. 2A to 2K.

FIG. 2M is a perspective view schematically illustrating a portion of a vehicle and a structural reinforcement system illustrated in FIGS. 2A to 2L.

On fig.2N in a perspective view schematically shows part of the vehicle and structural reinforcement system, illustrated in figa - fig.2M.

FIG. 2O is a perspective view schematically illustrating a portion of a vehicle and a structural reinforcement system illustrated in FIGS. 2A to 2N.

In FIG. 2P, a top view schematically shows the elements illustrated in FIG.

FIG. 2Q is a front view schematically showing a portion of the vehicle illustrated in FIGS. 2A to 2P during an explosion.

In FIG. 2R, a portion of the vehicle and structural reinforcement system illustrated in FIG. 2Q are schematically shown in enlarged view.

In FIG. 1D, the portion of the vehicle illustrated in FIGS. 1A and 1C is schematically shown in a front view during an explosion.

Figure 3 in front view schematically shows a portion of a vehicle containing a structure reinforcement system according to another embodiment of the proposed utility model.

4, a front view schematically shows a part of a vehicle comprising a structural reinforcement system according to yet another embodiment of the proposed utility model.

On figa in isometric view schematically shows part of the frame of the vehicle containing the reinforced central nodes of the reinforcement structure according to the proposed utility model.

On figv part of the vehicle illustrated in figa, schematically shown in isometric view from the bottom.

6A, the central structural reinforcement assembly illustrated in FIG. 5B is schematically shown in isometric view from the front.

6B, the central structural reinforcement assembly illustrated in FIG. 6A is schematically shown in section along a plane perpendicular to the longitudinal direction of the vehicle.

In FIG. 6C, the vehicle illustrated in FIG. 5A is shown schematically in a front view.

In FIG. 7A, the central structural reinforcement assembly illustrated in FIG. 5B is schematically shown in isometric view from the bottom side in enlarged view.

In FIG. 7B, the central structural reinforcement assembly, illustrated in FIG. 7A, is a schematic enlarged isometric view of the bottom portion, with several components removed from it.

On figs in an enlarged view schematically shows part of the Central node of the reinforcement of the structure illustrated in figv.

On figa in isometric view schematically shows a system of structural reinforcement according to another example implementation of the proposed utility model.

In FIG. 8B, the structural reinforcement system illustrated in FIG. 8A is shown schematically in a front view.

On figs and fig.8D details illustrated in figv, schematically shown in enlarged view.

In FIG. 8E, the structural reinforcement system illustrated in FIG. 8A is schematically shown in perspective from the bottom.

Detailed description of the proposed utility model

In the accompanying drawings, the same or similar reference signs are used for the same or corresponding parts. On figa, figv and figs as a first example of implementation of the proposed utility model illustrates the part of the vehicle 10, which in this example is an armored vehicle for transporting personnel, and a system for strengthening its structure to protect against explosion of an explosive device 14, which is schematically shown in FIG. The explosion of the explosive device 14 occurs on a plot of land 16 under the vehicle 10. The structure reinforcement system comprises a peripheral structure reinforcement unit 12 and a central structure reinforcement unit 400.

Said peripheral reinforcement assembly of structure 12 will be discussed mainly with reference to the accompanying drawings of FIG. 1A of FIG. 4, and a central reinforcement assembly of structure 400 will mainly be discussed with reference to the accompanying drawings of FIG. 6A of FIG. 7C.

The vehicle 10 includes inner side walls (18A, 18B), outer side walls (20A, 20B), floor 403 with floor panels 404, which is a component of the vehicle, a central reinforcing structure 400, bottom 24 and side beams (25A, 25B), having a T-shaped cross section and connecting the floor 403 with the said inner side walls (18A, 18B).

Passenger cabin 26 is bounded by inner side walls (18A, 18B), a roof (not shown), floor 403, and front and rear walls (not shown).

As can be seen in FIG. 1C, each of the side walls (18A, 18B, 20A, 20B) has lower and upper parts (28, 30) and an intermediate part 32 extending between them. In this example, the side walls also contain transverse parts 21, extending in the direction from the passenger cabin 26.

In the further presentation, it will be indicated in detail where the boundaries of the lower and upper parts (28, 30) and the intermediate part 32 go.

Said transverse part 21 of the inner side walls (18A, 18B) comprises a horizontal part (34A, 34B).

Each of the transverse parts 21 of the outer side walls (20A, 20B) contains a first ascending inclined section (36A, 36B), a horizontal section (34A, 34B) and a second ascending inclined section (40A, 40B), extending from the adjacent horizontal section ( 34A, 34B).

Floor 403 extends between the upper parts 30 of the side walls. Floor 403 comprises a lower surface 42 and an upper surface 44.

As can be seen in FIGS. 1A and 1C, the central reinforcement assembly of structure 400 comprises longitudinal beams 420 extending parallel to the longitudinal axis X-X of the vehicle, transverse ribs 48 extending perpendicular to axis X-X and connecting the longitudinal beams 420 to the bottom surface 44 of the floor 403, and at least one cover 50 (see FIG. 1D). The central structural reinforcement assembly will hereinafter be described in detail with reference to the accompanying drawings of FIG. 5A to FIG. 7C.

The bottom 24 comprises a first longitudinal section 52A and a second longitudinal section 52A, each of which extends between the inner side walls (18A, 18B) and the central reinforcement assembly of the structure 400.

As can be seen in FIG. 1B, the peripheral amplification assembly of structure 12 comprises a first set of amplifying elements 54, a second set of amplifying elements 56, and a third set of amplifying elements 58.

Said first set of reinforcing elements 54 is connected to the surface (62A, 62B) of the upper part of one of the side walls (18A, 18B), which is adjacent to floor 403 and floor 403 (sic!).

Each element of the first set of reinforcing elements 54 is flat in shape and comprises an upper part 57, a lower part 59, a middle part 60 extending between said upper and lower parts (57, 59), and a lower end 61.

The upper part 57 has an elongated shape and contains a first side file 57A, the shape of which corresponds to the shape of the adjacent surface (64A, 64B) (see FIG. 1C) of the side wall (18A, 18B) with which it is connected, and the second side edge 57 B, distant from said first side fay 57A.

In this exemplary embodiment of the proposed utility model, the first lateral edge 57A is straight.

As can be best seen in FIG. 1C, the second side file 57B comprises an inclined portion 64A and a vertical portion 64B.

Said inclined portion 64A has an upper edge 64C and a lower edge 64D. Moreover, the said upper edge 64C is located at a smaller horizontal distance from the adjacent surface (62A, 62B) than the lower edge 64D.

The lower part 59 extends to a height below the floor 403 and is adjacent to a portion of the upper part 30 of one of the side walls (18A, 18B) adjacent to the floor 403.

The middle portion 60 is attached to the floor 403 and the adjacent side beam (25A, 25B).

Each element of the second set of reinforcing elements 56 is connected to the adjacent surface (66A, 66B) of the lower part 28 of one of the [inner] side walls (18A, 18B) and to the adjacent longitudinal section (52A, 52B) of the bottom 24.

As can be seen in FIG. 1B, each element of the second set of reinforcing elements 56 is flat in shape and has a lower edge 68 extending along and connected to a portion of the bottom 24, an upper edge 69 and a lateral edge 70 extending between the lower edge 68 and an upper edge 69 (see FIG. 1B) and being in connection with an adjacent surface (66A, 66B) of the lower portion 28 of the [inner] side walls (18A, 18B).

Each element of the third set of reinforcing elements 58 is located between one of the inner side walls (18A, 18B) with which it is connected, and the adjacent outer side wall (20A, 20B).

Each element of the third set of reinforcing elements 58 comprises an elongated portion 72 and a substantially triangular portion 74, which extends from the upper end 76 of said elongated portion 72.

The intersection of the upper part 30 and the intermediate part 32 of the side walls (18A, 18B) in this example corresponds to the point P1 of the lower end 61 of the elements 54 of the first set of reinforcing elements. The reason for this is that at the height of the side wall at which point P1 is located, there is a significant change in the thickness of the side wall. That is, above the point P1, the side wall is much thicker due to the presence, in the considered example, of the first and third sets of reinforcing elements (54, 58).

The intersection of the lower part 28 and the intermediate part 32 of each of the inner side walls (18A, 18B) corresponds to the height of the upper edge 69 of the second set of reinforcing elements 56. Similarly, this intersection, indicated by point P2, is at the height of the side wall, where there is a significant change in it thickness. That is, below the point P2, the side wall is much thicker due to the presence, in the considered example, of the second set of reinforcing elements (56).

Therefore, the intermediate portion 32 is formed by a portion of the side wall between two other parts that are connected to the reinforcing elements. It should be understood that due to the smaller thickness of the intermediate part 32 compared with the adjacent upper and lower parts (28, 30), it has less strength than these parts of the side wall.

As can be seen in FIG. 1E, when the explosive device 14 explodes and upward forces 78 occur, acting on the bottom 24, the first longitudinal section 52A is displaced upward, drawing the lower parts 28 of the adjacent side walls (18A, 20A) connected to it inward ( there, in the direction of the vehicle’s interior space). As a result of the action of these pulling forces with respect to the side walls (18A, 20A), a clocking moment occurs in the area of the connection of the floor 403 and the side walls (18A, 20A) clockwise. Due to the presence of the first and third sets of reinforcing elements (54, 58), the upper part (30) is strengthened and exhibits significant resistance to bending under the influence of the moment 80. Thus, as a result of the displacement of the side walls, the floor 403 undergoes a lesser displacement than would be the case in the absence of reinforcing elements (54, 58). Nevertheless, the result of the action on the side walls (18A, 20A) of the forces is the bending of the least reinforced part of them, namely, the intermediate part 32, which does not contain reinforcing elements and is located between two reinforced parts - lower and upper (28, 30). Thus, bending occurs in a relatively less strong intermediate portion 32.

It should be understood that, even if the lower part 28 did not contain reinforcing elements (56), bending would occur at some point on the side wall below the part of the side walls containing the reinforcing elements (in this case, the upper part 30). Thus, the reinforcing elements (56) at the lower part (28) are the reason that the bending is localized in a predetermined and desired position, which would not have happened in the absence of these reinforcing elements.

It should be noted that the illustrated bending of the floor 403 is small, due to the upward displacement of the central reinforcement unit of the structure 400 and the bottom 24, and not by the forces acting on the floor 403 from the side walls. Systems and devices other than those described in this application can contribute to a decrease in the displacement of the central reinforcement unit of the structure 400 and the bottom 24 upward.

In the accompanying drawings of FIG. 2A to FIG. 2R, an alternative system 12 ′ is illustrated. On figa, which illustrates another example implementation of the proposed utility model, shows a part of the vehicle 10 ', equipped with a Central node of the reinforcement structure, similar to that installed on the vehicle 10, illustrated in figure 1. At the same time, elements similar to the elements shown in Fig. 1, or elements denoted by the same reference signs with a dash, should be considered identical to the elements described in the example considered before, illustrated in Fig. 1, with differences or additional details being described below.

The peripheral reinforcement assembly of the structure 12 'contains a first set of reinforcing elements 54' connected to the adjacent surface (62A ', 62 B') of the upper part 30 'of one of the side walls (18A', 18 V ') and the floor 403', the second set of reinforcing elements 56 'connected to the adjacent surface (66A', 66 B ') of the lower part 28 (sic!) of the adjacent inner and outer side wall (18A', 18B ', 20A', 20B ') and the bottom 24, and a third set of reinforcing elements 58 'connected to one of the inner side walls and the adjacent outer side wall (18A', 18B ', 20A', 20B ').

As can be seen in the accompanying drawings of FIG. 2B to FIG. 2P, each element of the first set of reinforcing elements 54 'is connected to an adjacent surface 62B', to the inner side wall 18B 'and attached to one of the floor panels 404 and to the side beam 25B '.

As best seen in FIG. 2C, the reinforcing element 54 'has a flat shape and comprises an upper part 57', a lower part 59 ', a middle part 60' extending between said upper and lower parts (57 ', 59'), and the lower end 61 '.

The upper part 57 'has an elongated shape and contains a first side 57A', which has a shape corresponding to the adjacent surface 62B 'of the wall 18B', and a second side 57B '. The upper part 57 'has a generally triangular shape and further comprises a first opening 65' and a second opening 67 made therein.

As can be seen in FIGS. 1C and 2A, the upper part of the reinforcing element 54 'has a shape slightly different from the shape of the reinforcing element 54. It should be understood that the exact dimensions in height and width, as well as the shape, can vary in accordance with the calculated attached the load and type of vehicle in which the given structure reinforcement system is installed.

The lower part 59 'is made with a slot 71 and has, it should be noted, a smaller width W1 than the width W2 of the adjacent middle part 60'.

The middle portion 60 'is also provided with a horizontal slot 63' and has an inner edge 84, the shape of which is adapted for installation on the corresponding upper edge 86 of the side beam 25B '(see FIG. 2B).

As can be seen in FIGS. 2B and 20, the reinforcing element 54 'is shown in cooperation with the side wall 18B' and is attached to it and mounted on the side beam 25B ', and also inserted into the recess 22B' in the floor 22A '. A reinforcing element 54 'is attached to the floor panel 404 via an insert 86. This insert 86 on its opposite sides is provided with openings 88A and 88B.

As can also be seen in FIG. 2C, FIG. 2E and FIG. 2F, insert 86 is on a pair of gaskets (90A, 90B). Each of these gaskets (90A, 90B) has a hole (90C, 90D) at its rounded end (90E, 90F).

As can be seen in FIG. 20, the side beam 25B ′ comprises a horizontally extending portion 92 provided with vertically oriented holes 92A, 92B and a slot 92C.

The slot 92C is larger than the width W1 of the reinforcing element 54 ', but smaller than the width of its width W2, to allow the installation of the reinforcing element 54' on the side beam 25B '.

As can be seen in FIG. 2H, the bottom portion 59 ′ of the reinforcing element 54 ′ is inserted through a slot 92C into a horizontal portion 92 of the side beam 25B ′ and attached thereto using a stud 94.

As can be seen in Fig.21, the pin 94 is free from holes and has a regular elongated shape.

As can be seen in FIG. 2, the structure under consideration provides bolt-shaped fasteners 96 installed in corresponding holes (88A, 88B, 90C, 90D, 92A, 92B) made in insert 86, gasket 90, and side beam 25B ' , respectively. The size of the head of the bolt or nut on its opposite side is selected so as to prevent the pin 94 from slipping out of the slot 71.

As can be seen in FIG. 2J and FIG. 2K, each of the floor panels 404 includes a laterally extending edge 96 or a corresponding recess 98 for receiving such an edge, which makes it possible to lay the floor panels on top of each other.

FIG. 2L shows in more detail the third set of reinforcing elements 58 ′ in connection with the outer wall, with the reinforcing elements 58 ′ being mounted on the ring-shaped bracket 98 via its lower end 100.

The ring-shaped bracket 98 is provided with a hole 100, which corresponds to the hole 102 (see FIG. 2M and FIG. 2N), through which each ring-shaped bracket 100 is attached to the outer wall 20B ′ by a bolt (not shown).

The attached drawing of FIG. 2A and the attached drawings of FIG. 2M to FIG. 2P illustrate the installed second set of reinforcing elements 56 '.

Each of the reinforcing elements 56 'from this second set is flat (see FIG. 2P) and has a downwardly extending portion 104, a transversely extending portion 106 and a middle portion 108 extending between them. The section 104, which extends noticeably downward, is not visible in FIG. 2A, since it is hidden in a groove (not shown) made in the bottom 24 ', thereby securing the reinforcing element to the bottom.

Said laterally extending portion 106 comprises two oval shaped openings 110A, 110B (see FIG. 2O).

As best seen in FIG. 2N, the side wall 18B ′ is provided with a vertical slot 112 and a hole 114. The outer side wall 20B ′, although not shown, contains a corresponding vertical slot and a hole.

As can be seen in FIGS. 2A and 2M, the transverse section 106 of the reinforcing element 56 ′ extends through a vertical slot 112 in the inner and outer side walls (18B ′, 20B ′).

Through the slots (110A, 110B), the corresponding first and second mounting pins (116, 118) are threaded, which are designed to attach the reinforcing element 56 'to the inner and outer side walls (18B', 20B ').

Both mounting pins 116, 118 are provided with holes 116A, 118A, which are designed to receive the fastening element therein.

It should be noted that the portion 116B of the mounting pin 116, which is provided with an opening 116A, is significantly thicker than its opposite side 116C.

As can be seen in FIG. 2Q and FIG. 2R, the peripheral reinforcement assembly of the structure 12 ′ makes the vehicle behavior the same as described above when considering the embodiment illustrated in FIG. 1D and FIG. 1E.

The obvious difference is that the lower end 100 of each of the reinforcing elements 58 'of the third set of reinforcing elements is at a height corresponding to the lower surface 44' of the floor 403 'and therefore the side walls are higher than this level (corresponding to the lower surface 44' of the floor 403 ' ) are essentially reinforced.

Therefore, the intersection of the upper part 30 'and the intermediate part 32' takes place at the height of the lower surface 44 'of the floor 403' (as best seen in figa).

It should be understood that a system of structural reinforcement according to the proposed utility model for different types of vehicles may be given a different configuration.

For example, the proposed system can be applied to a vehicle, which on each side has two adjacent side walls adjacent to each other, but does not have transverse parts. In this case, the reinforcing elements from the third set of reinforcing elements (58, 58 ') can be simple elongated elements without a triangular section 74.

According to an alternative embodiment of the proposed utility model, the system can be applied to a vehicle that has only one side wall on each side. In this case, the third set of amplifying elements (58, 58 ') may not be necessary.

It should be understood that the system may not have a third set of reinforcing elements (58, 58 ') both in the case when the vehicle has single side walls and in the case when it has double side walls, which is achieved simply by giving reinforcing elements of the first set of reinforcing elements of a thickness sufficient to withstand the moment described when considering the variant illustrated in figure 1. A solution is possible in which sufficient thickness is given to the reinforcing elements of the third set of reinforcing elements, and then there is no need for the first set of reinforcing elements.

Figure 3 illustrates a vehicle 200 having side walls (202A, 202B), as well as a bottom 204 and a floor 206 extending between these side walls (202A, 202B), and a system 208 according to another embodiment of the proposed utility model.

Floor 206 extends between the side walls (202A, 202B) and meets each of them along the intersection line 212, which divides the side wall into upper and lower parts (214, 216).

In this example, the system 208 contains only a set of amplifying elements 210 of the same type.

Each of the reinforcing elements 210 connects the floor 206 to the side walls (202A, 202B), reinforces the side stack at the place of contact with the floor 206 and at a certain distance higher to localize the bending moment resulting from the explosion acting on the side walls in the lower part of the side wall.

In light of the above description, it should be understood that in order to impart a direction to the displacement of the side walls expected by the explosion on specific parts of the side walls, a second set of reinforcing elements (not shown) connecting the bottom 204 to the side walls (202A, 202B) can be added. .

It should be understood that variations in the shape or types of elements used in the system according to the proposed utility model are possible.

Figure 4 schematically illustrates another example implementation of the system according to the proposed utility model.

4, a vehicle 300 is shown having side walls 302A, 302B and a floor 304 extending between these side walls (302A, 302B).

Each of the side walls (302A, 302B) contains a first portion 306 that extends from a height at or slightly below floor height 304 to a height well above that level.

Thus, the second part 308 is located below the first part 306 and has a thickness T2 visible in the frontal sectional view of the side walls (302A, 302B), which is less than the thickness T1 of the first part.

It should be understood that a large thickness of the part of the side wall that is adjacent to the floor can be achieved by adding an reinforcing element or a set of reinforcing elements, or the side wall itself can be made of a thickness that is greater than the thickness T2 of that part of the side the wall that is below. In any of these cases, the desired bending displacement of the side wall below floor level 304 can be achieved. As should be understood from the foregoing, the side wall may have another part: a third part 310 having a thickness T3 that is greater than the thickness T2, resulting in is the localization of the bending displacement in a given place of the side wall, which in the considered example is located on the second part 308.

6A and 6B show a vehicle body 10 having side walls 18A, 18B extending parallel to each other, and a set of floor panels 404 extending between these side walls and forming the vehicle floor. Under the floor panels 404, there is a transmission box 410 extending in the longitudinal direction X of the vehicle 10.

In FIG. 6B, only a portion of the transmission duct 410 can be seen having side walls 412 that extend longitudinally and are oriented substantially perpendicular to the floor panels 404. It can also be seen that the transmission duct 410 is partially enclosed by a central reinforcement assembly of structure 400, which comprises two longitudinal beams 420, a load distribution plate 430 and support ribs 440.

This design solution provides for the presence of two longitudinal beams 420, each of which extends along the corresponding side wall 412 of the gearbox 410, and a load distribution plate 430, which is located between the gearbox 410 and the floor panels 404 and also extends along the longitudinal direction of the vehicle 10. Thus Thus, the inner region as the space between the longitudinal beams 420 and the outer region as the space outside the longitudinal beams 420 can be defined.

The supporting ribs 440 are located in the outer region at an angle formed between the longitudinal beams 420 and the load distribution plate 430, so that the formed angle is amplified. It is seen that the supporting ribs ...

In the accompanying drawings of FIG. 6A to FIG. 6C, it can be seen that each longitudinal beam 420 has a housing 422 having in cross section a long side 421L and a short side 421S. each longitudinal beam 420 has in cross section an inner long side (which faces the opposite longitudinal beam) and an outer long side (which faces in the opposite direction). Each of the longitudinal beams 420 is also equipped with mounting openings 424, which are adapted to attach the longitudinal beams 420 to the transmission box 410, slots 426, which are designed to position the support ribs 440, and recesses 438, which are adapted to pass through them the axles of the wheelbase (not shown )

As can be seen in FIG. 7A, the load distribution plate 430 comprises a middle portion 432 provided with lateral protrusions 434 that extend from it in a direction perpendicular to the longitudinal direction of the vehicle (i.e., toward the side walls of the vehicle). Both the middle portion 432 and the side projections 434 are provided with mounting holes adapted to fasten the load distribution plate 430 to the floor panels 404. As can be seen in FIG. 7C, the load distribution plate 430 is also provided with holes 435 that are adapted to attach the load distribution plate 430 to the longitudinal beams 420.

As shown in FIG. 6B, during assembly, a central reinforcement assembly of structure 400 is first created, for which the longitudinal beams 420 are positioned to give them the desired orientation with respect to the load distribution plate 430, and then the support ribs 440 are positioned so that their protrusions 445 fall into the slots 426 longitudinal beams 420, and so that the edge 444 of each support rib is in contact with the longitudinal beam 420, and its edge 446 is in contact with the load distribution plate 430 (see FIG. 6B). Then, the inner and outer edges EI, EO of each longitudinal beam are welded to the load distribution plate 430. In addition, additional welding to the longitudinal beams 420 is carried out through holes 435 in the load distribution plate 430. Additional welding is carried out along the contact points between the supporting ribs 440 and the longitudinal beam 420 and 430 load distribution plate.

Once this central structure reinforcing unit is created, it is mounted on the transmission box 410 and fixedly attached to it. In particular, the longitudinal beams 420 are welded to the side walls 412 of the transmission duct 410 through mounting openings 424, and further welding to the transmission duct 410 is carried out along the lower edge EB of each longitudinal beam.

Once the central reinforcement assembly of the structure 400 is fixedly attached to the transmission box 410, it is possible to proceed with the assembly of the floor panels 404. These floor panels 404 are first laid on the sides of the vehicle on the T-beams T and on the load distribution plate 430, after which they are bolted through the openings 436 and 438 (which correspond to the openings in the floor panels 404) they are attached to the load distribution plate 430. It can be seen that for the T-beams T, the floor panels are additionally reinforced with reinforcing elements.

The accompanying drawings of FIG. 8A to FIG. 8E illustrate yet another embodiment of a structural reinforcement system 10 ″ according to the proposed utility model.

In these figures, elements of a 10 ″ structural reinforcement system similar to those of a vehicle structural reinforcement system discussed earlier are denoted by similar reference signs to which two dashes (″) are added.

The structural reinforcement system 10 '' illustrated in these figures is adapted to work with a structure in which there is no transmission, for example, with a structural floor.

The structural reinforcement system 10 ″ comprises a central structural reinforcement assembly 400 ″ and a peripheral structural reinforcement assembly 12 ″.

Unlike the examples discussed above, the central structural reinforcement assembly 400 ″ comprises two longitudinal beams 420 ″ that have an I-shaped cross section. However, it should be understood that the cross-sectional width of these longitudinal beams is shorter than its length, and the longitudinal beams 420 ″ are attached to the floor panels 404 ″ by this short side of the cross-section.

It can also be seen that the peripheral reinforcement assembly of the structure 12 ″ has the same structure containing the reinforcing elements 63 ″, studs 94 ″, etc., and works in much the same way.

Figure 9 illustrates another example of the implementation of the structural reinforcement system [according to the proposed utility model], in which the floor panels 404 have a thickness M along the vehicle’s vertical axis, and the chassis 426 have a height N along the vehicle’s vertical axis.

It should be noted that the floor panels 404 have a relatively small thickness, so that the ratio of the thickness M of the floor panels 404 to the height N of the chassis 426 exceeds 1: 5.5, that is, the size N is at least 5.5 times larger than the size M .

It should be understood that due to this structural reinforcement system, the thickness of the floor panels 404 can be reduced without lowering the level of security of personnel inside the vehicle. It should also be understood that reducing the thickness of the floor panels 404 even by a few millimeters can provide a significant effect in terms of increasing leg room and comfort for personnel.

In addition, lightweight materials such as aluminum can be used to make floor panels. In particular, with this solution, the floor panels are protected from the outside by the bottom, which makes it possible to use cheaper, lower-quality aluminum, since it is not required to be resistant to the external environment (since, according to the proposed utility model, it is protected by armor).

Professionals in the field of technology to which the proposed utility model relates should be clear that without deviating from the spirit of the proposed utility model and the scope of the claims, numerous changes, variations and modifications are possible, mutatis mutandis.

Claims (31)

1. A system for reinforcing a vehicle structure comprising side walls, a floor extending between said side walls and meeting each side wall along an intersection line dividing each side wall into an upper part and a lower part, a bottom attached to the lower part of the side wall in place located at a distance from the mentioned intersection line, while the structure reinforcement system comprises a central structure reinforcement unit adapted to reduce floor deformation under the action of moment acting in the longitudinal direction of the vehicle, and a peripheral structural reinforcement assembly adapted to localize the bending of the side wall in its lower part due to the displacement of the bottom towards the floor, characterized in that the vehicle floor is made of floor panels having a thickness N so that the ratio of said thickness N to height M of the vehicle chassis is less than 1: 5.5. 2. The structural reinforcement system of claim 1, wherein said peripheral structural reinforcement assembly is configured to mechanically disconnect the lower and upper parts of the side wall in order to reduce the load exerted on the floor and side walls of the vehicle from the underside. 3. The structure reinforcement system according to any one of claims 1 or 2, in which the level of security provided by the vehicle is equivalent to the level of security provided by the bottom armor. 4. The structural reinforcement system of claim 1, wherein said central structural reinforcement assembly comprises at least first and second longitudinal beams oriented parallel to each other and extending in the longitudinal direction of the vehicle when said peripheral structural reinforcement assembly is mounted thereon, and having, in a cross section perpendicular to said longitudinal direction of the vehicle, at least one short side and at least one long side, so that these The beams are facing each other with the long sides of the cross section, while the central structural reinforcing unit further comprises a load distribution plate extending in said longitudinal direction of the vehicle and oriented perpendicular to the long sides of the cross section of the longitudinal beams, with one short side of the cross section of each longitudinal the beam faces and is attached to said load distribution plate, wherein said heat distribution plate the narrow is made with the possibility of attaching it to the floor of the vehicle. 5. The structural reinforcement system of claim 4, wherein one long side of the cross section of each longitudinal beam is attached to a vehicle element associated with its transmission, at least when the vehicle is in operation. 6. The structural reinforcement system of claim 5, wherein said vehicle element is a transmission box mounted with transmission coverage. 7. The structural reinforcement system according to claim 6, wherein said transmission box comprises at least two parallel side walls for which said longitudinal beams are adapted, and is optionally provided with an upper wall for installation on which said said load distribution plate is adapted. 8. The structural reinforcement system according to any one of claims 4 to 7, in which the ratio of the length of the short side of the cross section of the longitudinal beam to the length of the long side of its cross section does not exceed 0.5: 1, preferably not more than 0.35: 1, more preferably it does not exceed 0.25: 1, in particular, this ratio is 0.1666: 1 (3/18). 9. The structural reinforcement system according to any one of claims 4 to 7, wherein said load balancing plate corresponds to at least one of the following conditions: - in a direction perpendicular to the long side of the cross section of each longitudinal beam, has a length dimension much larger than the short side of the cross section of the longitudinal beam, - has a surface area much larger than the surface area of the short side of the cross section of each longitudinal beam. 10. The reinforcement system of the structure according to any one of claims 4 to 7, in which the area of the load distribution plate is 0.3 of the floor area that is free of any reinforcing elements, preferably 0.5 of this floor area, and more preferably 0.65 of that floor area. 11. The structural reinforcement system of claim 6, wherein the transmission box is located under the vehicle floor and the load distribution plate is located between the transmission box and the vehicle floor. 12. The structural reinforcement system of claim 11, wherein the load distribution plate is attached so that it is connected to the vehicle floor with its upper side and with the short side of the cross section of each longitudinal beam with its lower side. 13. The structural reinforcement system according to any one of claims 4 to 7, in which the longitudinal beams are made of less rigid material than the material from which the load distribution plate is made. 14. The structural reinforcement system of claim 4, wherein said floor panels have a size significantly larger than the load distribution plate in the direction of the vertical axis of the vehicle. 15. The structural reinforcement system of claim 14, wherein the ratio of said vertical dimensions (the size of the load distribution plate to the size of the floor panels) is 0.5: 1, preferably 0.3: 1, even more preferably 0.25: 1 in particular, this ratio is 0.15: 1. 16. The structure reinforcing system according to claim 4, in which the central structure reinforcing unit further comprises support ribs configured to be in contact with both the load distribution plate and the longitudinal beams, so that an additional reinforcement of the connection between the longitudinal beams and the plate is provided load balancing. 17. The structural reinforcement system of claim 16, wherein the support ribs are fixedly attached both to the load distribution plate and to the longitudinal beams, so that this helps to maintain the orientation of the longitudinal beams relative to the load distribution plate even when acting on the central structure reinforcing unit forces arising from the explosion. 18. The structural reinforcement system according to any one of clauses 16 or 17, wherein the support ribs are provided with positioning elements, and the load distribution plate and the longitudinal beams are provided with corresponding openings to accommodate these positioning elements, thereby ensuring accurate positioning of the support ribs before applying to welding and before welding the longitudinal beams to the load distribution plate. 19. The structural reinforcement system according to claim 4, in which the welding is carried out as follows: (a) for each longitudinal beam, the inner long side of its cross section was welded to the load distribution plate along the entire intersection line between them, (b) for each longitudinal beam, the external long side of its cross section was welded to the load distribution plate along the entire intersection line between them, (c) for each longitudinal beam, the short side of its cross section was welded to the load distribution plate, (d) for each supporting rib, it was welded to the outer long side of the cross section of each longitudinal beam and to the lower surface of the load distribution plate, and (e) for each longitudinal beam, the inner long side of its cross section was welded to the corresponding side of the transmission box. 20. The structural reinforcement system according to claim 19, in which a solution is applied in which, when assembling the central structural reinforcing unit on the vehicle, the central structural reinforcing unit (that is, the longitudinal beams are fixedly connected to the load distribution plate and supporting ribs) is first fully assembled and only then installed (as a single central unit for strengthening the structure) on the transmission box. 21. The structural reinforcement system of claim 4, wherein the connection of the load distribution plate to the floor panels is detachable so that any individual floor panel can be removed so that access to vehicle components located under the floor is provided. 22. The structure reinforcement system according to claim 1, in which, in comparison with a vehicle having no structure reinforcement, having a bottom armor of mass W and configured to withstand a certain specific explosion force, the central structure reinforcing unit makes it possible to withstand the same explosion force when the mass of the bottom armor is W ', which is significantly less than the mass of W. 23. The structural reinforcement system according to claim 22, for which, with the mass of the system equal to w, the inequality W ′ + w << W is observed. 24. The structural reinforcement system of claim 1, wherein each of said reinforcing elements extends for the most part along the upper portion of the vehicle side wall. 25. The structural reinforcement system of claim 1, wherein the reinforcing elements and a portion of the vehicle side wall adjacent thereto have a total thickness T1, and at least a portion of the lower side of the vehicle side wall has a thickness T2 that is less than T1. 26. The structural reinforcement system of claim 1, wherein the reinforcing elements are connected to a vehicle floor and an adjacent region of an upper portion of a vehicle side wall. 27. The structural reinforcement system according to claim 1, comprising additional reinforcing elements located at a portion of the side walls that is attached to the underbody of the vehicle, wherein said additional reinforcing elements and an adjacent portion of the side wall have a total thickness T3, and at least a portion of the lower side wall of the vehicle located above that portion of the side wall that is attached to the bottom and below the intersection line has a thickness T2 that is less than T3. 28. The structural reinforcement system of claim 1, wherein the material from which the floor panels are made is aluminum. 29. The structural reinforcement system of claim 28, wherein low quality aluminum is used that is unable to withstand environmental conditions. 30. The structural unit for use in the structural reinforcement system according to claim 1, adapted to strengthen the floor of a vehicle having a transmission, wherein the structural unit comprises at least first and second longitudinal beams oriented parallel to each other, each of which is longitudinal the beams extends along one side of the transmission when the structural unit is mounted on the vehicle, and having a cross section perpendicular to the longitudinal direction of the beams of at least m Here is one short side and at least one long side, so that the longitudinal beams are facing each other with the long sides of their cross section, while the structural unit further comprises a load distribution plate extending along the transmission when the structural unit is mounted on the vehicle, and oriented perpendicular to the long sides of the cross section of the longitudinal beams, with one short side of the cross section of each longitudinal beam facing the said distribution plate load is attached to it, and one long side of the cross section of each longitudinal beam is attached to the vehicle element associated with the transmission, at least when the vehicle is in operation, while said load balancing plate is adapted to be attached to the floor of the vehicle facilities. 31. The system for use in the structural reinforcement system according to claim 1, adapted to reinforce the structure of a vehicle containing side walls, a floor extending between said side walls and meeting each of them along an intersection line that divides the corresponding side wall into an upper and the lower part, and the bottom attached to the lower part of each side wall in a place located at a distance from the mentioned line of intersection, while the system contains reinforcing elements made with possible Stu localization sidewall bending caused by the movement of the bottom towards the floor, the bottom part of the vehicle sidewall.

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