Vehicle cell and protected vehicle

Abstract

Vehicle cell (2) for a protected vehicle (1), with an assembly (22) having a structural component (8-11), an auxiliary component (27) placed inside the vehicle cell (2), and connecting and decoupling device (35) by means of which the auxiliary component (27) is connected to the structural component (8-11), wherein the connecting and decoupling device (35) is configured to mechanically decouple the auxiliary component (27) from the structural component (8-11) in the event of a deformation of the structural component (8-11) resulting from an impact of the structural component (8-11), and wherein the connecting and decoupling device (35) is a hook and loop fastener.

Description

[0001] The present invention relates to a vehicle cell for a protected vehicle and a protected vehicle with such a vehicle cell.

[0002] A protected vehicle comprises a shell-protected vehicle cell. The construction of such a protected vehicle may require the installation and attachment of additional components within the vehicle cell, such as bulkheads, partitions, shelving systems, or similar structures. These additional components typically exhibit high rigidity. Due to this rigidity, these components can buckle when subjected to significant forces, potentially causing equipment stored in or on the component to be accelerated rapidly. This acceleration, in turn, can cause such force to propel the equipment within the vehicle cell that it acts like a projectile. Therefore, in the event of an explosion affecting the protected vehicle, it must be ensured that no energy, and consequently no acceleration, is transferred to the additional components.

[0003] According to internal findings, such additional components can be suspended decoupled from the vehicle cell floor. These additional components, in the form of bulkheads or partitions, can be curved. Furthermore, they can be divided and welded together with an overlap, so that buckling or deformation occurs within a controlled range. However, the aforementioned measures can result in a comparatively complex and heavy construction. Moreover, the solutions mentioned above do not offer absolute certainty that energy will not be transferred into the additional components through their connection to the vehicle cell. Curved bulkheads or partitions also require more installation space, which can complicate the design of adjacent components in their immediate vicinity. This needs to be improved.

[0004] DE 10 2013 008 441 A1 describes a splinter guard with a support structure, a splinter-catching fabric and a cushioning body, wherein the support structure forms a molded part adapted to an installation position and the support structure, the splinter-catching fabric and the cushioning body are combined into an installation element.

[0005] WO 2012 / 167245 A1 shows a protection system for the protection of occupants of a vehicle in the event of an explosion of the vehicle.

[0006] US 9,170,072 B1 describes a ballistic shield that can be mounted on a vehicle door.

[0007] WO 2009 / 007972 A2 shows a portable ballistic shield for vehicles.

[0008] Against this background, one object of the present invention is to provide an improved vehicle cell for a protected vehicle.

[0009] Accordingly, a vehicle cell for a protected vehicle according to claim 1 is proposed.

[0010] The vehicle cell comprises an arrangement having a structural component, an additional component placed within the vehicle cell, and a connection and decoupling device by means of which the additional component is connected to the structural component, wherein the connection and decoupling device is configured to mechanically decouple the additional component from the structural component in the event of deformation of the structural component resulting from a blasting of the structural component, and wherein the connection and decoupling device is a hook and loop fastener.The additional component is positively connected to the structural component by means of the connection and decoupling device, wherein the connection and decoupling device has a first connection and decoupling element assigned to the structural component and a second connection and decoupling element assigned to the additional component, wherein the first connection and decoupling element and the second connection and decoupling element interlock positively to connect the additional component to the structural component, wherein the first connection and decoupling element is oriented perpendicular to the structural component, and wherein the second connection and decoupling element is oriented perpendicular to the additional component.

[0011] Because the connection and decoupling device is designed to mechanically decouple the additional component from the structural component during the blast, it reliably prevents the transfer of forces and accelerations resulting from the blast from the deformed structural component to the additional component. Equipment mounted on or in the additional component therefore cannot act as projectiles.

[0012] The arrangement can also be referred to as a protective arrangement. Accordingly, the terms "arrangement" and "protective arrangement" are interchangeable. In this context, a "protected" vehicle is understood to be a vehicle that is protected against gunfire, booby traps, improvised explosive devices (IEDs), mines, any type of explosive device, or the like. For this purpose, the vehicle may be armored.

[0013] The assembly can comprise several structural components. The number of structural components is, in principle, arbitrary. However, the following discussion refers to only one structural component. This structural component can also be called a structural element. The structural component can be part of the vehicle's body. The assembly can therefore be part of the body. Furthermore, the body itself can function as a structural component. In other words, the body itself can be the structural component.

[0014] The vehicle cell preferably encloses an interior space in which crew members or a vehicle crew can be located. The additional component is positioned within this interior space, or within the vehicle cell. However, this is not mandatory. The additional component can also be located on the outside of the vehicle cell.

[0015] For example, the structural component is a wall of the aforementioned vehicle cell. Accordingly, the term "structural component" can be replaced by the term "wall" and vice versa. The vehicle cell preferably comprises two structural components arranged parallel to and spaced apart from each other in the form of side walls, in particular a first side wall and a second side wall, a structural component designed as a floor, and a structural component designed as a ceiling or roof. In this context, a "structural component" is understood to mean, in particular, a load-bearing component of the protected vehicle.

[0016] The structural component can be made of a metallic material. For example, it can be a steel or aluminum plate. However, it can also comprise composite materials. The structural component can be deformed from an undeformed state to a deformed state using an explosive charge that generates a pressure wave. The deformation is elastic and / or plastic, meaning that the deformation can at least partially reverse itself.

[0017] The additional component can be a shelving structure, a bulkhead, a partition, armor plating, or the like. The additional component can also be a walkway that can be placed inside the vehicle compartment. The additional component can also be referred to as an add-on component. In particular, the additional component can be designed to accommodate equipment. In this case, the additional component is preferably a shelf or shelving structure.

[0018] The connecting and decoupling device joins the additional component to the structural component. The additional component thus rests on the structural component. In other words, the structural component supports the additional component. The connection between the additional component and the structural component can be direct or indirect. In this context, "direct" means, in particular, that the connecting and decoupling device connects the additional component directly to the structural component. Therefore, no further components are provided between the additional component and the connecting and decoupling device, or between the connecting and decoupling device and the structural component.

[0019] In contrast, "indirect" means, in particular, that the connection and decoupling device connects the additional component indirectly to the structural component. In this case, unlike the direct connection between the additional component and the connection and decoupling device, or between the connection and decoupling device and the structural component, further components or parts may be provided. These further components or parts may, for example, be support elements, which will be explained later. These further components or parts may each be part of the additional component or part of the structural component.

[0020] The connection between the additional component and the structural component can be material-bonded, form-fit, and / or force-fit. In material-bonded connections, the joining partners are held together by atomic or molecular forces. Material-bonded connections are permanent and can only be separated by destroying the bonding agent and / or the joining partners. In this case, the joining and decoupling device can, for example, be an adhesive bond or a glued joint.

[0021] A positive-locking connection is created by the interlocking or overlapping of at least two connecting partners. A positive-locking connection can be released and re-established as often as desired. The connecting and decoupling device is a hook-and-loop fastener or hook-and-loop connection. Accordingly, the connecting and decoupling device can be referred to as a hook-and-loop fastener or hook-and-loop connection.

[0022] In this context, a "hook-and-loop fastener" or "hook-and-loop connection" refers to a fastener that can be repeatedly opened and closed, based on the principle of burrs. The bionic implementation of such a hook-and-loop fastener or connection can take the form of two band- or strip-shaped components or elements, one of which has flexible hooks, hook sections, or barbs, and the other of which has flexible loops or loop sections. When pressed together, the two components form a durable yet reversible quick-release fastener.

[0023] In the event that the connecting and decoupling device is a hook-and-loop fastener or a hook-and-loop connection, a further development of the arrangement for the protected vehicle is proposed. In this case, the arrangement comprises a structural component, an additional component, and a hook-and-loop connection by means of which the additional component is connected to the structural component. The hook-and-loop connection is designed to mechanically decouple the additional component from the structural component in the event of deformation resulting from an impact on the structural component. Specifically, the hook-and-loop connection is opened or released upon impact or deformation of the structural component.

[0024] A force-fit connection, on the other hand, requires a normal force on the surfaces to be joined. Force-fit connections can be achieved through friction. Mutual displacement of the surfaces to be joined is prevented as long as the opposing force caused by static friction is not exceeded. A force-fit connection can, for example, be a magnetic force-fit. In this case, the connecting and decoupling device exhibits magnetic properties, at least in certain sections.

[0025] The fact that the connection and decoupling device is designed to "mechanically decouple" the additional component from the structural component means, in this context, that the connection and decoupling device automatically or independently releases the connection between the additional component and the structural component when the structural component is subjected to a burst resulting from the deformation of the structural component, so that accelerations and / or forces resulting from the deformation of the structural component cannot be transferred to the additional component, or can only be transferred to it to a reduced extent.

[0026] The connection and decoupling device thus functions as a separation point or predetermined breaking point between the structural component and the additional component. Accordingly, the terms "connection and decoupling device" and "predetermined breaking point" can be used interchangeably. The mechanical decoupling of the additional component from the structural component is achieved, in particular, by the fact that the material-bonded, form-fit, and / or force-fit connection created by the connection and decoupling device is automatically released when the structural component is fractured.

[0027] "Automatic" or "self-regulating" means in this context, in particular, that the connection and decoupling device is not controlled by means of an external control system or the like, but that the connection and decoupling device reacts autonomously to the deformation of the structural component when the structural component is blasted and separates the additional component from the structural component or mechanically decouples it from the structural component.

[0028] The additional component of the connection and decoupling device is positively connected to the structural component.

[0029] As mentioned previously, a positive-locking connection can be released and re-established as often as desired. This means, in particular, that after the structural component has been detached, the additional component can be reconnected to the structural component. Both the release and the connection can be performed without tools. A positive-locking connection is thus established between the additional component and the structural component using the connection and decoupling device. As mentioned previously, the connection between the additional component and the structural component can also be material-locked and / or force-locked. Any combination of material-locked, positive-locking, and / or force-locked connections is also possible.

[0030] The connection and decoupling device comprises a first connection and decoupling element associated with the structural component and a second connection and decoupling element associated with the additional component, wherein the first connection and decoupling element and the second connection and decoupling element interlock in a form-fitting manner to connect the additional component to the structural component.

[0031] The first and second connecting and decoupling elements together form the connecting and decoupling device. If the connecting and decoupling device creates a material-bonded connection between the structural component and the additional component, the first and second connecting and decoupling elements can be part of an adhesive bond that forms the connecting and decoupling device. Alternatively, at least one of the two connecting and decoupling elements can be a magnet, in particular a permanent magnet. The first connecting and decoupling element can also be referred to as the first connecting and separating element. Accordingly, the second connecting and decoupling element can also be referred to as the second connecting and separating element.

[0032] According to a further embodiment, the positive locking connection between the first connecting and decoupling element and the second connecting and decoupling element automatically releases as a result of the deformation of the structural component in order to mechanically decouple the additional component from the structural component.

[0033] In particular, the structural component moves towards the additional component during deformation. This relative movement releases the connection between the first and second connecting and decoupling elements, thus mechanically decoupling the additional component from the structural component. As mentioned previously, the release of the connection between the two connecting and decoupling elements occurs automatically, so no external control of the connecting and decoupling device is required. The connection between the first and second connecting and decoupling elements can release in such a way that there is no longer any physical contact between them. However, this is not mandatory.The connection between the first connecting and decoupling element and the second connecting and decoupling element can also detach in such a way that there is still a physical contact between the first connecting and decoupling element and the second connecting and decoupling element.

[0034] According to another embodiment, when the structural component is deformed, shear forces acting oppositely and parallel to each other act on the first connecting and decoupling element and on the second connecting and decoupling element in order to release the positive locking connection between the first connecting and decoupling element and the second connecting and decoupling element.

[0035] In other words, the connection and decoupling device, or the connection and decoupling elements, are subjected purely or exclusively to shear forces. These shear forces shear off the connection between the first and second connection and decoupling elements, causing them to separate and mechanically decouple the additional component from the structural component.

[0036] The first connecting and decoupling element is oriented perpendicular to the structural component, while the second connecting and decoupling element is oriented perpendicular to the additional component.

[0037] The first connecting and decoupling element can also be oriented obliquely to the structural component. Similarly, the second connecting and decoupling element can also be oriented obliquely to the additional component. The arrangement is preferably associated with a coordinate system comprising a width direction (x-direction), a height direction (y-direction), and a depth direction (z-direction). These directions are perpendicular to each other. Preferably, the first connecting and decoupling element and the second connecting and decoupling element extend along the y-direction. Accordingly, the structural component and the additional component can each extend along the z-direction. The structural component and the additional component can thus be positioned parallel to each other and spaced apart.In the present case, "perpendicular" shall be understood to mean in particular an angle of 90° ± 10°, preferably of 90° ± 5°, more preferably of 90° ± 3°, more preferably of 90° ± 1°, and more preferably of exactly 90°.

[0038] According to a further embodiment, the first connecting and decoupling element has engagement sections, wherein the second connecting and decoupling element has corresponding counter-engagement sections, and wherein the engagement sections are arranged to engage positively into the counter-engagement sections.

[0039] The first connecting and decoupling element can have any number of engagement sections. In particular, the first connecting and decoupling element is associated with a base section from which any number of engagement sections extend along its front face. The engagement sections can be arranged in a grid or pattern. "Grid" or "pattern" in this context means that the engagement sections can be arranged in rows and columns. The base section can be connected to the structural component, for example, by bonding, via its rear face. Accordingly, the second connecting and decoupling element also comprises such a base section, from whose front face any number of counter-engagement sections extend. The number of counter-engagement sections is arbitrary.The number of engagement sections and the number of counter-engagement sections need not be identical. The counter-engagement sections are arranged in a pattern or grid on the base section of the second connecting and decoupling element. On a rear side facing away from the counter-engagement sections, the second connecting and decoupling element can be connected to the additional component, in particular by bonding.

[0040] According to another embodiment, the engagement sections and / or the counter-engagement sections are elastically deformable.

[0041] In particular, the engagement sections and / or the counter-engagement sections are spring-elastically deformable. This means, specifically, that the engagement sections and / or the counter-engagement sections can be deformed from an undeformed state to a deformed state by applying a force. As soon as this force is removed, the engagement sections and / or the counter-engagement sections return to their undeformed state on their own. Either only the engagement sections, only the counter-engagement sections, or both the engagement sections and the counter-engagement sections are elastically deformable.

[0042] According to another embodiment, the engagement sections are hook-shaped and the counter-engagement sections are loop-shaped or vice versa.

[0043] "Or vice versa" in this context means, in particular, that the engagement sections can be loop-shaped and the counter-engagement sections can be hook-shaped. However, the geometries of the engagement sections and the counter-engagement sections are fundamentally arbitrary. The engagement sections and the counter-engagement sections merely possess the property of being able to interlock positively in order to connect the first connecting and decoupling element and the second connecting and decoupling element. The engagement sections can also be referred to as hook sections or barbed sections. Accordingly, the counter-engagement sections can be referred to as loop sections.

[0044] According to a further embodiment, the arrangement further comprises a first support element connected to the structural component, which carries the first connecting and decoupling element, and a second support element connected to the additional component, which carries the second connecting and decoupling element.

[0045] For example, the first connecting and decoupling element is bonded, riveted, and / or screwed to the first support element. Similarly, the second connecting and decoupling element can also be bonded, riveted, and / or screwed to the second support element. Alternatively, the first support element can be welded, screwed, and / or riveted to the structural component. The second support element can be welded, screwed, and / or riveted to the additional component. The connection between the structural component and the additional component is thus established indirectly via the first support element, the connecting and decoupling elements, and the second support element. However, the support elements are optional. The first connecting and decoupling element can also be directly connected to the structural component. Similarly, the second connecting and decoupling element can be directly connected to the additional component.

[0046] According to another embodiment, the first support element is oriented perpendicular to the structural component, with the second support element being oriented perpendicular to the additional component.

[0047] The orientation of the support elements is, in principle, arbitrary. The first connecting and decoupling element is preferably oriented parallel to the first support element and thus perpendicular to the structural component. The second connecting and decoupling element is preferably oriented parallel to the second support element and thus perpendicular to the additional component. Furthermore, the first support element can also be oriented perpendicular to the additional component, and the second support element can be oriented perpendicular to the structural component. According to a further embodiment, the first support element and the second support element are oriented parallel to each other, with the first connecting and decoupling element and the second connecting and decoupling element being arranged between the first support element and the second support element.

[0048] "Parallel to each other" in this context means that the first support element and the second support element can each span a plane that is parallel to each other and spaced apart. These planes can be arranged parallel to a plane of the coordinate system spanned by the x- and y-directions. The first support element and / or the second support element can be plate-shaped or sheet-like.

[0049] Furthermore, a protected vehicle according to claim 10 is proposed with such a vehicle cell.

[0050] The protected vehicle can comprise several such arrangements. The protected vehicle can be a military vehicle, in particular a military utility vehicle. The protected vehicle can therefore also be referred to as a military vehicle or a military utility vehicle. The protected vehicle comprises the aforementioned vehicle cell. The vehicle cell can also be referred to as the passenger cell, crew cell, or crew cell. The vehicle cell is protected against gunfire, improvised explosive devices (IEDs), mines, or the like. The vehicle cell is armored. The vehicle cell encloses an interior space, as previously mentioned, in which crew members can be located. The interior space can be divided into several sections or compartments, which may be separate from one another. For example, the interior space can be divided into an engine compartment, a crew compartment, and / or a driver's compartment. Partitions or bulkheads may be provided for this purpose.These can function as additional components. Furthermore, the vehicle body can be at least partially or completely modularly interchangeable. In this case, the vehicle can have different mission modules that are freely interchangeable. A medical module can be given as an example of such a mission module. The arrangement can be part of such a mission module. The protected vehicle can be a wheeled vehicle. Alternatively, the protected vehicle can also be a tracked vehicle. The protected vehicle can include all-wheel drive.

[0051] According to one embodiment, the structural component is part of a vehicle cell of the protected vehicle.

[0052] In particular, the vehicle cell is constructed from several such structural components, which are firmly connected to one another, for example, by welding, bolting, and / or riveting. The structural component can be a wall of the vehicle cell. For example, as mentioned above, the vehicle cell has two side walls arranged parallel to and spaced apart from each other, which are structural components, a floor, which is also a structural component, and a ceiling, which is also a structural component. However, the floor of the vehicle cell is particularly preferred as the structural component. Accordingly, the term "structural component" can also be replaced by the term "floor." In particular, the vehicle cell itself can also be a structural component to which the additional component is attached, or to which several additional components are attached.

[0053] According to another embodiment, the additional component is arranged inside the vehicle cell.

[0054] Accordingly, the connecting and decoupling device is preferably located within the vehicle cell. As mentioned previously, the vehicle cell encloses the interior. The additional component is therefore located within the interior. However, as mentioned previously, the additional component can also be located outside the vehicle cell. For example, the additional component can be attached to the outside of the vehicle cell as armor plating or the like. The additional component can also be a shelving structure, a bulkhead, a partition, or the like, as mentioned previously.

[0055] The embodiments and features described for the proposed vehicle cell apply accordingly to the protected vehicle and vice versa.

[0056] The term "one" here should not necessarily be understood as restricting the number to exactly one element. Rather, it can also refer to multiple elements, such as two, three, or more. Similarly, every other counter used here should not be interpreted as restricting the number to the exact number stated. Instead, numerical deviations, both higher and lower, are possible unless otherwise specified.

[0057] Other possible implementations of the vehicle cell and / or the protected vehicle also include combinations of features or embodiments described previously or subsequently with regard to the exemplary embodiments, even if not explicitly mentioned. In such cases, the person skilled in the art will also add individual aspects as improvements or additions to the respective basic form of the vehicle cell and / or the protected vehicle.

[0058] Further advantageous embodiments and aspects of the vehicle cell and / or the protected vehicle are the subject of the dependent claims and the exemplary embodiments of the vehicle cell and / or the protected vehicle described below. The vehicle cell and / or the protected vehicle are further explained below with reference to preferred embodiments and the accompanying figures. Fig. 1 shows a schematic side view of an embodiment of a protected vehicle; Fig. 2 shows a schematic sectional view of the protected vehicle along section line II-II of the Fig. 1 ; Fig. 3 shows a schematic sectional view of an embodiment of an arrangement for the protected vehicle according to Fig. 1 Fig. 4 shows another schematic sectional view of the arrangement according to Fig. 3 ; Fig. 5 shows the detailed view V according to Fig. 3 ; und Fig. 6 shows a schematic view of an embodiment of a connecting- und Decoupling device for the arrangement according to Fig. 3 .

[0059] In the figures, identical or functionally equivalent elements have been given the same reference symbols, unless otherwise indicated.

[0060] The Fig. 1 Figure 1 shows a schematic side view of an embodiment of a protected vehicle. Fig. 2 shows a schematic sectional view of the protected vehicle 1 according to section line II-II of the Fig. 1 The following refers to the Fig. 1 and 2 Reference was made at the same time.

[0061] The protected vehicle 1 will hereinafter be referred to simply as the vehicle. Vehicle 1 may be a military vehicle, in particular a military utility vehicle. Vehicle 1 may therefore also be referred to as a military vehicle or a military utility vehicle. Vehicle 1 comprises a protected passenger compartment or vehicle compartment 2. Vehicle compartment 2 is protected against gunfire, booby traps, improvised explosive devices (IEDs), mines, or the like. Vehicle compartment 2 may be a vehicle hull and may therefore also be referred to as such. The terms "vehicle compartment" and "vehicle hull" are therefore interchangeable.

[0062] The vehicle body 2 is armored. The vehicle body 2 encloses an interior space 3, which can accommodate crew members. The interior space 3 is accessible from an environment 4 of the vehicle 1 via doors and / or hatches (not shown). The interior space 3 can be divided into several sections or rooms, which may be separate from each other. For example, the interior space 3 can be divided into an engine room, a crew compartment, and / or a driver's compartment. However, this is not mandatory.

[0063] Furthermore, the vehicle body 2 can be at least partially or completely modularly interchangeable. In this case, the vehicle 1 can have different mission modules that are freely interchangeable. A medical module can be given as an example of such a mission module. However, this modular design described above is arbitrary.

[0064] Vehicle 1 can be a wheeled vehicle. Alternatively, vehicle 1 can also be a tracked vehicle. Vehicle 1 comprises several wheel axles, each equipped with wheels 5 and 6. For example, four wheels 5 and 6 are provided, namely two front wheels and two rear wheels. The number of wheel axles is arbitrary. For example, two or three wheel axles can be provided. Preferably, vehicle 1 comprises all-wheel drive. That is, all wheel axles are driven.

[0065] Vehicle 1 is assigned a coordinate system with a latitude direction (x-direction), a height direction (y-direction), and a depth direction (z-direction). The x, y, and z directions are perpendicular to each other. A gravity direction (g) can be oriented opposite to the y-direction (y). Vehicle 1 can move along a ground or surface 7 in a direction of travel F and in the opposite direction to travel F. The direction of travel F can be oriented opposite to the x-direction (x).

[0066] As the Fig. 2 As shown, the vehicle cell 2 comprises several structural components 8 to 11. These structural components 8 to 11 can also be referred to as structural elements. The terms "structural component" and "structural element" are therefore interchangeable. There can be a first structural component 8, a second structural component 9, a third structural component 10, and a fourth structural component 11. The structural components 8 to 11 are firmly connected to one another, for example, by welding, riveting, and / or bolting, and together they can form the vehicle cell 2. The structural components 8 to 11 can be walls of the vehicle cell 2. Therefore, the term "structural component" can be replaced by the term "wall." In this context, a "structural component" refers in particular to a load-bearing component of the vehicle 1. For example, the structural components 8 to 11 are steel plates.However, structural components 8 to 11 may also include composite materials. The aforementioned doors and / or hatches, providing access to the interior space 3 from the surrounding area 4, may be provided on structural components 8 to 11 or on at least some of them.

[0067] The first structural component 8 can be a first side wall of the vehicle cell 2. Therefore, the terms "first structural component" and "first side wall" can be interchanged. The second structural component 9 can be a second side wall of the vehicle cell 2. Therefore, the terms "second structural component" and "second side wall" can be interchanged. Viewed along the z-direction, the first structural component 8 and the second structural component 9 are spaced apart from each other. The first structural component 8 is arranged parallel to the second structural component 9.

[0068] The third structural component 10 can be the floor of the vehicle cell 2. Therefore, the terms "third structural component" and "floor" can be interchanged. The fourth structural component 11 can be the roof of the vehicle cell 2. Therefore, the terms "fourth structural component" and "roof" can be interchanged. Viewed along the y-direction y, the third structural component 10 and the fourth structural component 11 are spaced apart from each other. The third structural component 10 is parallel to the fourth structural component 11. The structural components 8 and 9 are oriented perpendicular to the structural components 10 and 11. Furthermore, the vehicle cell 2 can also include a front wall (not shown) and a rear wall (not shown).

[0069] The third structural component 10, which, as mentioned previously, can form a floor of the vehicle cell, can have a V-shaped geometry in cross-section (not shown). Furthermore, the third structural component 10 can also be designed as a double floor. In this case, two floors are provided, spaced apart from each other along the y-direction y.

[0070] The first structural component 8 has an inner surface 12 facing the interior 3 and an outer surface 13 facing the environment 4. The second structural component 9 has an inner surface 14 facing the interior 3 and an outer surface 15 facing the environment 4. The third structural component 10 has an inner surface 16 facing the interior 3 and an outer surface 17 facing the environment 4. The fourth structural component 11 has an inner surface 18 facing the interior 3 and an outer surface 19 facing the environment 4. All inner surfaces 12, 14, 16, and 18 face the interior 3 and away from the environment 4. All outer surfaces 13, 15, 17, and 19 face the environment 4 and away from the interior 3.

[0071] During operation, vehicle 1 can be detonated using an explosive device 20. The explosive device 20 can be a mine, an IED, or, for example, part of a recoilless anti-tank weapon (rocket-propelled grenade, RPG). In the present example, according to the Fig. 2 The explosive device 20 can be concealed, at least partially, in the subsurface 7. However, this is not absolutely necessary.

[0072] If the vehicle 1 drives over or past the explosive device 20, the explosive device 20 is detonated or ignited, generating a pressure wave 21 which, in this case, acts on the third structural component 10 and deforms it plastically and / or elastically towards the interior 3. The pressure wave 21 can also be referred to as a blast. The pressure wave 21 can also act on any other structural component 8, 9, 11. In this case, the explosive device 20 can, for example, be positioned to the side of the vehicle 1. The detonation of the explosive device 20 can be contactless or contact-based. In the latter case, for example, one of the wheels 5, 6 rolls over the explosive device 20.

[0073] Protection against a previously mentioned explosion of vehicle 1 is crucial to safeguard the crew members inside interior 3 from the effects of the pressure wave 21. For this reason, the vehicle cell 2 is modified to absorb as much energy as possible from the pressure wave 21 and prevent it from being transmitted into interior 3. This can be achieved, for example, by plastic deformation of the vehicle cell 2.

[0074] In the design of vehicle 1 or vehicle cell 2, special attention is paid to the implementation of additional components or parts, such as bulkheads, partitions, shelving structures or the like, and their attachment to the structural components 8 to 11 of vehicle cell 2.

[0075] For example, shelving structures used to hold equipment or any components are inherently rigid structures. Due to their rigidity, such shelving structures buckle when subjected to large forces, which can cause equipment stored within them to accelerate. This acceleration can be so severe that the equipment acts like projectiles within the interior space. Therefore, in the event of an explosion affecting vehicle 1, it must be ensured that no energy, and thus no acceleration, is transferred to the aforementioned additional components.

[0076] According to internal findings, such additional components, like shelves, are decoupled and suspended from the floor of the vehicle cell 2, in this case the third structural component 10. For example, the additional components can be mounted suspended from the fourth structural component 11. Additional components in the form of bulkheads or partitions can be curved. Furthermore, it is possible to divide them and weld them together with an overlap, so that the buckling or deformation occurs within a controllable range.

[0077] As mentioned previously, decoupling these additional components from structural components 8 to 11 can lead to structural components 8 to 11 becoming comparatively complex and heavy. Furthermore, such solutions do not offer absolute certainty that, in the event of a collision with vehicle 1, energy will not be transferred into the additional components when they are connected to structural components 8 to 11. Curved bulkheads or partitions require more installation space, which can also complicate the design of adjacent components. This needs to be improved.

[0078] The Fig. 3 shows a schematic sectional view of an arrangement 22 for vehicle 1. Fig. 4 shows another sectional view of arrangement 22. Fig. 5 The detailed view V shows according to Fig. 3 The following refers to the Fig. 3 bis 5 Reference was made at the same time.

[0079] Arrangement 22 is part of the vehicle cell 2. Arrangement 22 can also be referred to as a protective arrangement. The terms "arrangement" and "protective arrangement" are therefore interchangeable. Arrangement 22 comprises one of the structural components 8 to 11, in this case the third structural component 10. However, arrangement 22 can also comprise the first structural component 8, the second structural component 9, and / or the fourth structural component 11. For the purposes of this text, however, it is assumed that arrangement 22 comprises the third structural component 10, which is a floor of the vehicle cell 2.

[0080] A first support element 23 can be attached to the third structural component 10. The first support element 23 can be a plate, in particular a steel plate, a sheet, or the like. The first support element 23 can be firmly connected to the third structural component 10 by means of a weld 24. The first support element 23 is welded to the inner side 16 of the third structural component 10. The first support element 23 comprises a front side 25 and a rear side 26 facing away from the front side 25. The first support element 23 lies parallel to a plane spanned by the x-direction x and the y-direction y. The first support element 23 is oriented perpendicular to the third structural component 10.

[0081] The arrangement 22 includes an additional component 27 as previously mentioned. The additional component 27 can also be referred to as an additional component. The terms "additional component" and "additional part" are therefore interchangeable. The additional component 27 can be a bulkhead, a partition, a shelving structure, or the like. Furthermore, the additional component 27 can also be removable armor attached to the outside of the vehicle cell 2. In the present case, the additional component 27 is a shelving structure suitable for holding equipment 28.

[0082] In this case, the additional component 27 is plate-shaped and comprises a top surface 29, which faces away from the inner surface 16 of the third structural component 10, and a bottom surface 30, which faces the inner surface 16. The equipment item 28 is placed on the top surface 29. The additional component 27 is spaced apart from the third structural component 10 and arranged parallel to it.

[0083] The additional component 27 comprises a second support element 31, which is plate-shaped. The second support element 31 can be a steel plate or a sheet. The second support element 31 is rigidly connected to the additional component 27, in particular to the underside 30 of the additional component 27, by means of a weld 32. The second support element 31 comprises a front face 33, which faces the front face 25 of the first support element 23, and a rear face 34, which faces away from the front face 33. The second support element 31 lies parallel to a plane spanned by the x-direction x and the y-direction y. The support elements 23 and 31 are thus positioned parallel to each other. The second support element 31 is oriented perpendicular to the additional component 27.

[0084] The first support element 23 and the second support element 31 are connected to each other by means of a detachable connection and decoupling device 35. Thus, the third structural component 10 and the additional component 27 are indirectly coupled or connected to each other by means of the support elements 23, 31 and the connection and decoupling device 35.

[0085] The connection and decoupling device 35 comprises a first connection and decoupling element 36, which is assigned to the third structural component 10 or the first support element 23, and a second connection and decoupling element 37, which is assigned to the additional component 27 or the second support element 31. The connection and decoupling elements 36, 37 can also be referred to as connection and separation elements.

[0086] The connecting and decoupling device 35 acts as a predetermined breaking point between the support elements 23, 31. The terms "connecting and decoupling device" and "predetermined breaking point" can therefore be used interchangeably. Furthermore, the connecting and decoupling device 35 can also be referred to as a connecting and separating device.

[0087] In the simplest case, the connection and decoupling device 35 is an adhesive bond, with the connection and decoupling elements 36, 37 being part of this adhesive bond. In this case, the support elements 23, 31 are bonded together by means of the connection and decoupling device 35. In bonded connections, the joining partners are held together by atomic or molecular forces. Bonded connections are permanent connections that can only be separated by destroying the bonding agents and / or the joining partners.

[0088] To separate or decouple the support elements 23, 31, the connection and decoupling device 35 can be destroyed accordingly, whereby a first part of the connection and decoupling device 35 remains as the first connection and decoupling element 36 on the first support element 23 and a second part of the connection and decoupling device 35 remains as the second connection and decoupling element 37 on the second support element 31.

[0089] A positive-locking connection can also be provided between the first connecting and decoupling element 36 and the second connecting and decoupling element 37. A positive-locking connection is created by the interlocking or overlapping of at least two connecting partners, in this case the two connecting and decoupling elements 36, 37. In this case, the connecting and decoupling device 35 can be a hook-and-loop fastener or a hook-and-loop connection, as will be explained in detail below. The first connecting and decoupling element 36 can be equipped with engagement sections 38 ( Fig. 5 ) engage in corresponding counter-intervention sections 39 of the second connecting and decoupling element 37.

[0090] The connection between the first connecting and decoupling element 36 and the second connecting and decoupling element 37 can also be friction-fit. A friction-fit connection requires a normal force on the surfaces to be joined. Friction-fit connections can be achieved through frictional engagement. Mutual displacement of the surfaces is prevented as long as a counterforce caused by static friction is not exceeded. A friction-fit connection can also be a magnetic friction fit. In this case, one of the connecting and decoupling elements 36, 37 can have magnetic properties. For example, one of the connecting and decoupling elements 36, 37 can be a permanent magnet. Both connecting and decoupling elements 36, 37 can also be magnetic.

[0091] The Fig. 6 Figure 35 shows a schematic view of an embodiment of a connection and decoupling device as previously mentioned.

[0092] In this embodiment of the connecting and decoupling device 35, it is designed as a hook-and-loop fastener or hook-and-loop connection. The first connecting and decoupling element 36 has a band-shaped or plate-shaped base section 40 that is firmly connected to the first support element 23. For example, the base section 40 has an adhesive layer, so that the base section 40 can be bonded to the first support element 23. However, the base section 40 can also be riveted or screwed to the first support element 23.

[0093] The first connecting and decoupling element 36 can be made of a plastic material. However, the first connecting and decoupling element 36 can also be made of a metallic material. Composite materials can also be used for the first connecting and decoupling element 36.

[0094] A plurality of engagement sections 38, as previously mentioned, extend from the base section 40. The engagement sections 38 are barbed or hook-shaped. They can therefore also be referred to as hook sections. Thus, the terms "engagement section" and "hook section" are interchangeable. The geometry of the engagement sections 38 is, in principle, arbitrary. The engagement sections 38 are preferably arranged uniformly distributed along the base section 40. The base section 40 comprises a front surface 41, from which the engagement sections 38 extend, and a rear surface 42 facing away from the front surface 41, which is connected, for example, by adhesive bonding, to the first support element 23.

[0095] The second connecting and decoupling element 37 also has a ribbon-shaped or plate-shaped base section 43, which, however, is firmly connected to the second support element 31. For example, the base section 43 has an adhesive layer, so that the base section 43 can be bonded to the second support element 31. However, the base section 43 can also be riveted or screwed to the second support element 31.

[0096] The second connecting and decoupling element 37 can be made of a plastic material. However, the second connecting and decoupling element 37 can also be made of a metallic material. Composite materials can also be used for the second connecting and decoupling element 37.

[0097] From the base section 43, a multitude of counter-engagement sections 39, as previously mentioned, extend. The counter-engagement sections 39 are loop-shaped. The counter-engagement sections 39 can therefore also be referred to as loop sections. Thus, the terms "counter-engagement section" and "loop section" are interchangeable. However, the geometry of the counter-engagement sections 39 is fundamentally arbitrary.

[0098] The counter-engagement sections 39 are preferably arranged evenly distributed on the base section 43. The base section 43 comprises a front face 44, from which the counter-engagement sections 39 extend, and a rear face 45 facing away from the front face 44, which is connected, for example by bonding, to the second support element 31.

[0099] To connect the connecting and decoupling elements 36, 37, they are pressed together with a respective assembly force F1, F2, so that the engagement sections 38 positively engage with the opposing engagement sections 39. The connecting and decoupling elements 36, 37 are then positively connected to each other. The positive connection can preferably be released and re-established as often as desired. The assembly forces F1, F2 are oriented along and opposite the z-direction. In particular, the assembly forces F1, F2 are oriented perpendicular to the base sections 40, 43.

[0100] The functionality of the connection and decoupling device 35 is described below with reference to the Fig. 3 bis 6 explained. In the event of a previously mentioned explosion of vehicle 1, the third structural component 10 is blown off by the pressure wave 21 of the explosive device 20 from a position in the Fig. 3 shown undeformed state Z1 in a state within the Fig. 4 The deformed or deformed state Z2 shown is present. This ballistic deformation of the third structural component 10 can be elastic and / or plastic. This means that the deformation can be at least partially reversible and at least partially irreversible. However, the deformation of the third structural component 10 can also be purely plastic.

[0101] When the third structural component 10 is moved from the undeformed state Z1 to the deformed state Z2, it deforms into the interior space 3, causing the first support element 23 to move upwards along the y-direction y. Since the additional component 27 initially remains stationary due to its inertia, two oppositely oriented shear forces F10 and F20 act on the connecting and decoupling device 35. The first shear force F10, acting on the first connecting and decoupling element 36, is oriented along the y-direction y, while the second shear force F20, acting on the second connecting and decoupling element 37, is oriented opposite to the y-direction y.

[0102] This relative movement of the support elements 23, 31 to each other prevents buckling loads from being applied to the support elements 23, 31, thus preventing damage to them. Under normal operating conditions, that is, as long as no blasting is carried out and no large deformations of the respective structural component 8 to 11 are expected, this type of connection also provides vibration decoupling of the additional component 27 from the respective structural component 8 to 11.

[0103] This decoupling allows small relative movements between the two support elements 23, 31 without causing the connection to break. In this case, the connection and decoupling device 35 acts as a damper or damping element, thus eliminating the need for further decoupled suspensions of the additional component 27.

[0104] The shear forces F10 and F20 cause the connecting and decoupling elements 36 and 37 to separate from each other, so that the additional component 27 does not follow the movement of the third structural component 10 into the interior space 3. Accordingly, the equipment item 28 is not accelerated in an undesirable manner, and therefore cannot act as a projectile on any crew members inside the interior space 3. Injuries to the crew can thus be reliably prevented.

[0105] In the event that the connecting and decoupling device 35 is a hook and loop fastener or a hook and loop closure, as is the case in the Fig. 6 As shown, the engagement sections 38 and the counter-engagement sections 39 are disengaged from their positive engagement during the blasting process. However, after blasting, the connecting and decoupling elements 36, 37 can be reconnected.

[0106] The shear forces F10, F20 are generated by the relative movement between the support elements 23, 31. If these shear forces F10, F20 are sufficiently large, the connection between the connecting and decoupling elements 36, 37 is separated by shearing. If the connecting and decoupling device 35 is a hook-and-loop fastener, the respective triggering shear force F10, F20 of the connecting and decoupling device 35 can be set as desired by selecting a suitable hook-and-loop fastener.

[0107] In this case, any "destruction" of the connection between the connecting and decoupling elements 36, 37 is limited to the hook-and-loop fastener designed as a connecting and decoupling device 35. This makes it possible to re-establish a connection with the existing support elements 23, 31, provided that the support elements 23, 31 are not too severely damaged. In particular, the second support element 31 is a component requiring protection, which, due to the separation of the connection, only needs to withstand the necessary second shear force F20. The second shear force F20 should be so small that damage to the second support element 31, and thus to the additional component 27, is ruled out.

[0108] With the arrangement 22, it is thus possible to mount, in particular suspend, any additional components 27, such as partitions, brackets, shelves or the like, in a space-efficient and weight-efficient manner from surfaces endangered by the pressure wave 21. A predetermined predetermined breaking point in the form of the connecting and decoupling device 35 enables the separation of the additional component 27 from the respective structural component 8 to 11, which, in the event of an incoming pressure wave 21, prevents the introduction of energy into the additional component 27.

[0109] The connecting and decoupling device 35 is installed in safety-critical areas and thus prevents the energy of the pressure wave 21 from being introduced into the additional component 27 and structures connected to it. The two independent connecting and decoupling elements 36, 37 of the connecting and decoupling device 35 are preferably physically connected to each other in the manner of a hook-and-loop fastener.

[0110] If the connecting and decoupling device 35 is a hook and loop fastener, it can be selected to meet the specific requirements and thus also provide vibration damping properties. In the event of ballistic deformation of the respective structural component 8 to 11, a bulging of the respective structural component 8 to 11 resulting from the deformation separates the connecting and decoupling device 35 by means of the shear forces F10, F20, thereby preventing the bulging of the structural component 8 to 11 from being transmitted to the decoupled additional component 27.

[0111] With the aid of arrangement 22, it is thus possible to suspend any additional components 27 in safety-critical areas without posing a danger to crew members inside the vehicle cell 2. Large and heavy structures for suspending such additional components 27 from non-critical areas of the vehicle cell 2, such as the roof in the form of the fourth structural component 11, can advantageously be avoided, thereby saving both weight and installation space. However, it cannot be ruled out that an additional component 27 with such a connection and decoupling device 35 could also be attached to the fourth structural component 11.

[0112] Furthermore, with a suitable design of the connection and decoupling device 35, for example in the form of a hook-and-loop fastener, vibration damping between the respective structural component 8 to 11 and the additional component 27 can be achieved, thus rendering additional decoupling devices obsolete. Another advantage is that the connection between the respective structural component 8 to 11 and the additional component 27 can be created very cost-effectively and without additional components. If the connection and decoupling device 35 is a hook-and-loop fastener, it is glued to the planar front surfaces 25, 33 of the support elements 23, 31 to be joined. Therefore, no complex welding preparation is required, and the tolerances can be somewhat looser than with comparable welded structures.

[0113] If the connection and decoupling device 35 is an adhesive bond or a glued joint, the function of the predetermined breaking point can be achieved by selecting a suitable adhesive and adhesive thickness. For example, an elastic adhesive bond can be created, such as with silicone or sealing tapes. Depending on the choice of this adhesive bond, separation of the additional component 27 from the respective structural component 8 to 11 can also be achieved by the applied shear forces F10, F20.

[0114] Although the present invention has been described using exemplary embodiments, it can be modified in many ways. REFERENCE MARK LIST

[0115] 1 Vehicle 2 Vehicle cell 3 Interior 4 Surroundings 5 ​​Wheel 6 Wheel 7 Ground 8 Structural component / Side wall 9 Structural component / Side wall 10 Structural component / Floor 11 Structural component / Roof 12 Inside 13 Outside 14 Inside 15 Outside 16 Inside 17 Outside 18 Inside 19 Outside 20 Explosive device 21 Pressure wave 22 Arrangement 23 Support element 24 Weld 25 Front 26 Back 27 Additional component 28 Equipment item 29 Top 30 Bottom 31 Support element 32 Weld 33 Front 34 Back 35 Connecting and decoupling device 36 Connecting and decoupling element 37 Connecting and decoupling element 38 Engagement section 39 Counter-engagement section 40 Base section 41 Front 42 Back 43 Base section 44 Front 45 Back F Direction of travel F1 Mounting force F2 Mounting force F10 Shear force F20 Shear force g Direction of gravity xx direction yy direction zz direction Z1 State Z2 State

Claims

1. Vehicle cell (2) for a protected vehicle (1), comprising an assembly (22), comprising a structural component (8 - 11), an additional component (27) arranged within the vehicle cell (2), and a connection and decoupling apparatus (35), with the aid of which the additional component (27) is connected to the structural component (8 - 11), wherein the connection and decoupling apparatus (35) is configured to mechanically decouple the additional component (27) from the structural component (8 - 11) in the event of a deformation of the structural component (8 - 11) resulting from a blast acting on the structural component (8 - 11), wherein the connection and decoupling apparatus (35) is a hook and loop fastener, wherein the additional component (27) is positively connected to the structural component (8 - 11) with the aid of the connection and decoupling apparatus (35), wherein the connection and decoupling apparatus (35) comprises a first connection and decoupling element (36) assigned to the structural component (8 - 11) and a second connection and decoupling element (37) assigned to the additional component (27), wherein the first connection and decoupling element (36) and the second connection and decoupling element (37) engage positively with one another to connect the additional component (27) to the structural component (8 - 11), wherein the first connection and decoupling element (36) is oriented perpendicularly to the structural component (8 - 11), and wherein the second connection and decoupling element (37) is oriented perpendicularly to the additional component (27).

2. Vehicle cell according to claim 1, characterized in that the positive connection between the first connection and decoupling element (36) and the second connection and decoupling element (37) is automatically released as a result of the deformation of the structural component (8 - 11) in order to mechanically decouple the additional component (27) from the structural component (8 - 11).

3. Vehicle cell according to claim 2, characterized in that when the structural component (8 - 11) is deformed, oppositely and parallel oriented shearing forces (F10, F20) act on the first connection and decoupling element (36) and on the second connection and decoupling element (37) in order to release the positive connection between the first connection and decoupling element (36) and the second connection and decoupling element (37).

4. Vehicle cell according to any one of claims 1 - 3, characterized in that the first connection and decoupling element (36) comprises engagement sections (38), wherein the second connection and decoupling element (37) comprises counter engagement sections (39) corresponding to the engagement sections (38), and wherein the engagement sections (38) are configured to engage positively in the counter engagement sections (39).

5. Vehicle cell according to claim 4, characterized in that the engagement sections (38) and / or the counter engagement sections (39) are elastically deformable.

6. Vehicle cell according to claim 4 or 5, characterized in that the engagement sections (38) are hook-shaped and the counter engagement sections (39) are loop-shaped or vice versa.

7. Vehicle cell according to any one of claims 1 - 6, characterized by a first carrier element (23), which is connected to the structural component (8 - 11) and carries the first connection and decoupling element (36), and a second carrier element (31), which is connected to the additional component (27) and carries the second connection and decoupling element (37).

8. Vehicle cell according to claim 7, characterized in that the first carrier element (23) is oriented perpendicularly to the structural component (8 - 11), wherein the second carrier element (31) is oriented perpendicularly to the additional component (27).

9. Vehicle cell according to claim 8, characterized in that the first carrier element (23) and the second carrier element (31) are oriented parallel to one another, wherein the first connection and decoupling element (36) and the second connection and decoupling element (37) are arranged between the first carrier element (23) and the second carrier element (31).

10. A protected vehicle (1), comprising a vehicle cell (2) according to any one of claims 1 - 9.

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