Blast mitigating restraint system

Abstract

A torsion bar restraint system for tracked combat vehicles that aids in the improvement of occupant survival rates when associated with asymmetric threats. The blast mitigating restraint system can reduce the dynamic deflection of torsion bars based on the severity of the blast impulse as needed. Systems comprise one or more components that secure the torsion bar to the hull for protecting against dynamic deflection and lateral displacement. The two disclosed components, an end restraint device and an M-Ring restraining device, can be used in conjunction or independently from each other based on the type of threat likely to be encountered.

Claims

1. A torsion bar restraint system for a continuous track vehicle, the system comprising; a torsion bar having a length and a pair of opposing ends, said torsion bar operably connected to a hull of the continuous track vehicle, the torsion bar including an end restraint device which is disposed at opposing ends of the torsion bar and extends beyond a torsion bar spline, the end restraint device restricts lateral displacement of the torsion bar; and multiple restraining clips disposed along the length of the torsion bar.

2. The torsion bar restraint system of claim 1 wherein the end restraint device is integral to the torsion bar.

3. The torsion bar restraint system of claim 2 wherein the end restraint device includes an integral stud at the end of the torsion bar.

4. The torsion bar restraint system of claim 2 wherein the end restraint device includes an integral shoulder at the end of the torsion bar.

5. The torsion bar restraint system of claim 1 wherein the end restraint device includes an orifice for mounting a stud at the end of the torsion bar.

6. The torsion bar restraint system of claim 1 wherein the end restraint device includes an orifice for mounting a shoulder at the end of the torsion bar.

7. The torsion bar restraint system of claim 1 wherein the multiple restraining clips are equally spaced along the length of the torsion bar.

8. The torsion bar restraint system of claim 7 wherein the multiple restraining clips are equally spaced in pairs along the length of the torsion bar.

9. The torsion bar restraint system of claim 7 wherein the multiple restraining clip are shaped to restrain an adjacent torsion bar.

10. The torsion bar restraint system of claim 7 wherein the multiple restraining clips include a pair of arches with a center divider.

11. The torsion bar restraint system of claim 10 wherein the multiple restraining clips further includes mounting portions for connecting the restraining clip to the hull.

12. The torsion bar restraint system of claim 1 wherein the multiple restraining clips have an M shape.

13. A torsion bar restraint system for a continuous track vehicle, the system comprising; a torsion bar having a length and a pair of opposing ends, said torsion bar operably connected to a hull of the continuous track vehicle, the torsion bar including an end restraint device at the opposing ends of the torsion bar, wherein a stud is disposed at one opposing end of the torsion bar and a shoulder at an opposite opposing end.

14. The torsion bar restraint system of claim 13 wherein the torsion bar restraint system further includes a plurality of restraining clips disposed along the length of the torsion bar, said clips having an M shape so as to restrain adjacent torsion bars.

15. A method of restraining a torsion bar mounted to a continuous tracked vehicle, the method comprising: a. installing a torsion bar having a stud at a first end of the torsion bar and a shoulder at the opposing end of the torsion bar to a hull of the vehicle; b. fastening the shoulder end of the torsion bar with a retaining plug and nut; and c. installing at least one restraining clip along a length of the torsion bar to the hull of the vehicle.

16. The method of claim 15 further including installing restraining clips in pairs across adjacent torsion bars.

17. The method of claim 15 further including retrofitting an existing torsion bar to have the shoulder and stud at opposing ends.

Description

BRIEF DESCRIPTION OF FIGURES

(1) FIG. 1 depicts the side view of a shoulder end restraint device mounted/inserted into the end of a torsion bar.

(2) FIG. 2 depicts the side view of an example of a stud end restraint device mounted/inserted into the end of a torsion bar.

(3) FIG. 3 depicts the side view of an example of an integrated shoulder end restraint device.

(4) FIG. 4 depicts the side view of an example of an integrated stud end restraint device.

(5) FIG. 5 depicts a side perspective view of the mounting of the torsion bars of the present invention.

(6) FIG. 6 depicts a side perspective view of the placement of the torsion bars of the present invention on a tracked vehicle.

(7) FIG. 7 is a perspective view of the End Restraint Device torsion bars and an M-Ring restraining device used in combination.

(8) FIG. 8 is a close up view of the M-Ring restraining device from FIG. 7.

(9) While the invention has been described and illustrated in several embodiments, it should be understood that the embodiments are examples and are not limited by the figures of the accompanying drawings.

DETAILED DESCRIPTION OF THE DRAWINGS

(10) Various embodiments of the disclosure are described in more detail hereinafter with reference to the accompanying drawings, in which some, but not all embodiments are shown in the figures. These disclosures may be embodied in many different forms and methods and should not be construed as limited to the embodiments set forth herein, rather, these embodiments are provided so that this disclosure will satisfy applicable legal requirements.

(11) In the present invention a torsion bar 10 may be retrofitted to provide better survivability to the occupants of a vehicle. FIG. 1 illustrates an existing torsion bar 10 that has a larger end cap (Shoulder) 12 inserted into orifice 14. The existing torsion bar 10 would be machined to include an orifice 14 to which the shoulder 12 is placed. Shoulder 12 has a neck 24 which may be welded or threaded into bar 10. A gap 16 exists between the end of bar 10 and the shoulder cap 18.

(12) FIG. 2 illustrates one embodiment of the disclosure. FIG. 2 depicts a torsion bar 10 in which a stud 20 has been inserted into orifice 22. The existing torsion bar 10 would be machined to include an orifice 22 to which the neck 24 of stud 20 is welded or threaded into.

(13) As depicted in FIGS. 1 and 2, the stud 20 and shoulder 12 may be a variety of different sizes. The sizes may be tailored to make use/maintenance/installation easier and more efficient. The tools a user may have on hand when using the blast mitigating restraint system may determine the size of the shoulder 12 and stud 20.

(14) The end cap fitting insert necks 24 and 26 is configured in a way as to conform to any varieties of indexing/splines the torsion bar may have, thus, allowing for additional interchangeability. These variations allow for prevention of lateral displacement of the torsion bar from moving inward which allows them to separate from their mounting provision.

(15) FIG. 3 is an illustration of a torsion bar 30 that has integrated the end cap fitting insert. FIG. 3 illustrates a torsion bar 30 that has a larger end cap (Shoulder) 32. The torsion bar 30 would be machined to include the shoulder 32 which would then be placed in a vehicle. Shoulder 32 has a gap 36 exists between the end of bar 34 and the shoulder cap 38.

(16) FIG. 4 is an illustration of a torsion bar that has integrated the end cap fitting insert and Smaller Cap End from FIG. 2 into a one-piece construction. FIG. 4 illustrates a torsion bar 30 in which a stud 40 has been machined. The stud 40 extends from the distal end 42 of rod 30. Stud 40 has a smaller diameter than the rod 30.

(17) These one piece torsion bars of FIGS. 3 and 4, while possessing similar adaptations as FIGS. 1 and 2, reduce the number of parts and allow greater efficiency in installation, maintenance and applicability.

(18) FIG. 5 depicts a side perspective view of the mounting of the torsion bars of the present invention. The end of bar 30 with shoulder 32 is disposed and restrained by a retaining plug 44 and spanner nut 46.

(19) FIG. 6 depicts a side perspective view of the placement of the torsion bar 30 of the present invention on a tracked vehicle 50 after the installation.

(20) FIGS. 7 and 8 illustrates an embodiment of the blast mitigation restraint system with rods 30 and restraint clips 60. The clips 60 are generally referred to as M-rings based on their shape. One or more M-Rings 60 may be attached onto an applicable surface of the vehicle. An applicable surface may be any surface of the vehicle available or necessary to aid in the restriction of dynamic deflection of a torsion bar 30. The M-Ring's size is determined by the availability of space available and the amount of displacement desired to be restricted. Different sizes may be used throughout the vehicle to account for any space restrictions and/or alterations to the desired limitations of displacement of the torsion bar. As seen in FIG. 7b, eight M-Rings 60 are utilized in various locations and are attached to the bed of the vehicle 62, thus restricting the torsion bar's 30 ability to shift.

(21) FIG. 8 depicts a closer view of the M-Ring 60 from FIG. 7. In this embodiment M-Ring 60 includes a pair of arches 62, a center support 64 and side supports 66. Each torsion bar 30 is restrained under respective arch 62. Other variations are possible including single restraining clips, clips having various shapes instead of an arch.

(22) Utilization of End Caps and M-Rings can be used independently or in conjunction, allowing a variety of different combinations that may be tailored to a specific user's need. Combinations of the embodiments disclosed and other embodiments not specifically disclosed may be utilized.

(23) While a preferred embodiment of the present disclosure has been shown and described herein, it will be appreciated that various changes and modifications may be made therein without departing from the spirit.