U.S. patent application number 13/490631 was filed with the patent office on 2013-02-14 for blast mitigation system for military vehicles.
This patent application is currently assigned to HONEYWELL INTERNATIONAL INC.. The applicant listed for this patent is Rick G. Tucker. Invention is credited to Rick G. Tucker.
Application Number | 20130036899 13/490631 |
Document ID | / |
Family ID | 47357677 |
Filed Date | 2013-02-14 |
United States Patent
Application |
20130036899 |
Kind Code |
A1 |
Tucker; Rick G. |
February 14, 2013 |
BLAST MITIGATION SYSTEM FOR MILITARY VEHICLES
Abstract
Disclosed is a system and method to both reduce a degree of
explosive shock waves and to absorb a degree of explosive blast
energy from the undercarriage of a vehicle which comprises the use
of one or more layers of rigid closed-cell spray polyurethane foam,
applied to the armored undercarriage of the vehicle. This invention
combines two key aspects: 1) blast suppression or mitigation
materials that absorb energy and 2) traditional military hardened
armor solutions. The effectiveness of spray applied rigid foam has
been proven to both dramatically reduce shock waves and absorb
energy from explosive blasts (e.g., IEDs).
Inventors: |
Tucker; Rick G.; (Woodstock,
GA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Tucker; Rick G. |
Woodstock |
GA |
US |
|
|
Assignee: |
HONEYWELL INTERNATIONAL
INC.
Morristown
NJ
|
Family ID: |
47357677 |
Appl. No.: |
13/490631 |
Filed: |
June 7, 2012 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
61498236 |
Jun 17, 2011 |
|
|
|
Current U.S.
Class: |
89/36.02 ;
89/904; 89/930 |
Current CPC
Class: |
F41H 7/042 20130101 |
Class at
Publication: |
89/36.02 ;
89/904; 89/930 |
International
Class: |
F41H 7/02 20060101
F41H007/02; F41H 5/04 20060101 F41H005/04; F41H 5/02 20060101
F41H005/02 |
Claims
1. A system to help dissipate explosive blast wave to the
undercarriage of a vehicle comprising one or more layers of rigid
closed-cell spray polyurethane foam applied to the undercarriage of
the vehicle.
2. A system to partially absorb explosive blast energy at the
undercarriage of a vehicle comprising one or more layers of rigid
closed-cell spray polyurethane foam applied to the undercarriage of
the vehicle.
3. A system to both help dissipate explosive shock waves and to
partially absorb explosive blast energy from the undercarriage of a
vehicle comprising one or more layers of rigid closed-cell spray
polyurethane foam applied to the undercarriage of the vehicle.
4. The system of claims 1-3, wherein the vehicle is a military
vehicle.
5. The system of claim 4, wherein the undercarriage of the vehicle
comprises a factory installed V-hull design.
6. The system of claim 5, wherein the thickness of the foam is at
least about one inch, applied as one or more individual layers.
7. The system of claim 5, wherein the thickness of the foam is at
least about two inches, applied as one or more individual
layers.
8. The system of claim 5, wherein the thickness of the foam is at
least about three inches, applied as one or more individual
layers.
9. The system of claim 5, wherein the thickness of the foam is at
least about four inches, applied as one or more individual
layers.
10. The system of claim 5, wherein the thickness of the foam is at
least about five inches, applied as one or more individual
layers.
11. The system of claim 5, wherein the thickness of the foam is at
least about six inches, applied as one or more individual
layers.
12. The system of claim 4, wherein the undercarriage of the vehicle
comprises a bolt-on V-hull design.
13. The system of claim 12, wherein the thickness of the foam is at
least about one inch, applied as one or more individual layers.
14. The system of claim 12, wherein the thickness of the foam is at
least about two inches, applied as one or more individual
layers.
15. The system of claim 12, wherein the thickness of the foam is at
least about three inches, applied as one or more individual
layers.
16. The system of claim 12, wherein the thickness of the foam is at
least about four inches, applied as one or more individual
layers.
17. The system of claim 12, wherein the thickness of the foam is at
least about five inches, applied as one or more individual
layers.
18. The system of claim 12, wherein the thickness of the foam is at
least about six inches, applied as one or more individual
layers.
19. The system of claim 4, wherein the undercarriage of the vehicle
comprises a flat bottom design.
20. The system of claim 19, wherein the thickness of the foam is at
least about one inch, applied as one or more individual layers.
21. The system of claim 19, wherein the thickness of the foam is at
least about two inches, applied as one or more individual
layers.
22. The system of claim 19, wherein the thickness of the foam is at
least about three inches, applied as one or more individual
layers.
23. The system of claim 19, wherein the thickness of the foam is at
least about four inches, applied as one or more individual
layers.
24. The system of claim 19, wherein the thickness of the foam is at
least about five inches, applied as one or more individual
layers.
25. The system of claim 19, wherein the thickness of the foam is at
least about six inches, applied as one or more individual
layers.
26. A method of providing a degree of explosive blast shock
mitigation to the occupants of a vehicle comprising adding one or
more layers of rigid closed-cell spray polyurethane foam to the
undercarriage of the vehicle.
27. A method of providing a degree of explosive blast mitigation to
the occupants of a vehicle comprising adding one or more layers of
rigid closed-cell spray polyurethane foam to the undercarriage of
the vehicle.
28. A method of providing a degree of both explosive shock wave
mitigation and explosive blast energy mitigation to the occupants
of a vehicle comprising adding one or more layers of rigid
closed-cell spray polyurethane foam to the undercarriage of the
vehicle.
29. The method of claims 26-28, wherein the vehicle is a military
vehicle.
30. The method of claim 29, wherein the undercarriage of the
vehicle comprises a factory installed V-hull design.
31. The method of claim 29, wherein the undercarriage of the
vehicle comprises a bolt-on V-hull design.
32. The method of claim 29, wherein the undercarriage of the
vehicle comprises a flat bottom design.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application claims domestic priority to commonly owned,
copending U.S. Provisional Patent Application Ser. No. 61/498,236,
filed Jun. 17, 2011, the disclosure of which is hereby incorporated
herein by reference.
FIELD OF THE INVENTION
[0002] This invention is directed to systems, methods and products
used to retrofit vehicles, particularly military vehicles, such
that the vehicles so modified will dissipate shock and absorb blast
energy on the undercarriage of the military vehicles. The intent of
this Honeywell blast suppression or mitigation system is to
increase crew survivability with a particular focus on the lower
human extremities.
BACKGROUND OF THE INVENTION
[0003] Improvised Explosive Devices (IEDs) have caused more
casualties in Iraq and Afghanistan than any other threat.
Soft-skinned vehicles are completely vulnerable and even armored
vehicles are not effective protection from larger and newer forms
of IEDs.
[0004] Mine Resistant Ambush Protected (MRAP) vehicles emerged by
2007 and although they do provide more protection; they are
vulnerable to the blast impulse transferred through the
undercarriage of the vehicle, which can result in significant
occupant injury, even death.
[0005] The Honeywell system provides a degree of blast suppression
or mitigation to the vulnerable undercarriage of military vehicles.
This helps to protect occupant lower body extremities as well as
the vehicle and payload.
[0006] From its introduction to the US military and space program
in the early 1960s, rigid closed-cell polyurethane foam has been
utilized in a wide variety of applications. These include ship
blast suppression, floatation devices, roof and wall insulation,
external fuel tanks for the Space Shuttle, and in the military EITS
(Exterior Insulated Temporary Structures) program in Iraq in 2008
and 2009. In all applications, spray applied polyurethane foam
insulation has been a vital component of energy conservation.
[0007] A number of studies have been conducted on the degree of
blast mitigation afforded by rigid foam materials, acting as an
energy absorbing layer. Available scientific data provides some
empirical rules equating the blast energy absorbed to the density
and thickness of the rigid foam vs. the weight of the charge. Those
rules permit estimation of the effect of the blast wave on the
structural substrate (e.g., wall) behind the energy absorbing
layer.
[0008] There are four groups of reported applicable data. Three
data sets relate the size of the cavity produced in the rigid foam
to the rigid foam density and charge mass. The first of these
report work by Cooper & Kurowski; the other two, work by
Woodfin of Sandia National Laboratories, Sandia Report SAND
2000-0958 (April 2000), the disclosure of which is hereby
incorporated herein by reference.
[0009] Besides the Sandia National Lab and Lockheed Martin testing,
Cooper and Kurowski explored the blast absorbing capabilities of
rigid foam of various densities during the 1970s. They considered
the cavities produced by charges detonated in the interior of rigid
foam blocks. By varying the rigid foam densities and charge weights
of explosive (Tetryl), they developed an empirical scaling law for
energy absorption by density and explosive charge weights. The work
was extended in 1995 and 1996, repeating some imbedded explosions
and adding free surface ones as well.
[0010] The following references are also relevant to this
invention; and these references are hereby incorporated herein by
reference: [0011] 1. Woodfin, R. L, Rigid Polyurethane Foam (RPF)
Technology for Countermines (Sea) Program, Phase I, Sandia Report,
SAND 96-2841, January, 1997 [0012] 2. Woodfin, R. L., D. L.
Faucett, B. G. Hance, A. E. Latham, & C. O, Schmidt, Rigid
Polyurethane Foam (RPF) Technology for Countermines (Sea) Program,
Phase II, Sandia Report, SAND 98-2278, October 1999. [0013] 3.
Cooper, P. W., & S. R. Kurowski, Scaling Blast Cavity Diameters
in Rigid Foam, Sandia Laboratories memo of Oct. 6, 1975. [0014] 4.
Giacofci, T. A, & Costanzo, A. A., An Investigation of
Underwater Explosion shock Mitigation Effectiveness of Rigid
Syntactic Foam Materials, LATA Report CTOOI06(01), Los Alamos
Technical Associates, Inc., Fairfax, Va., for the Defense Advanced
Research Projects Agency, Advanced Submarine Technology Program.,
April 1990. [0015] 5. Johnson, D. R. & Fischer, S. H., TNT
Equivalence of Energetic Materials, Sandia National Laboratories
Explosive Components Facility OP-905-0009, Issue B, Appendix A, p
7. [0016] 6. Hyde, D. W., CONWEPS Computer code, implementing the
equations in US Army.
[0017] The military has used rigid foam products for various blast
mitigation applications for well over forty years. These include a
wide variety military applications such as ship hull protection
(MIL SPEC P24249-A), helmet foam (MIL SPEC R-5001), and protective
packing (MIL PRF 26514, MIL-PRF-26514 Type 1, Class 2, Grades A, B
or C).
The following abbreviations may be used herein:
EITS (External Insulating of Temporary Structures)
IED (Improvised Explosive Devices)
HHRA (Health Hazard Risk Assessment)
MIL (Military)
MRAP (Mine Resistant Ambush Protected)
OEM (Original Equipment Manufacturer)
PCF (Pounds Per Square Foot)
RPF (Rigid Polyurethane Foam)
R&R (Repair and Return)
SPEC (Specification)
TTM (Trailing Twelve Months)
SUMMARY OF THE INVENTION
[0018] Honeywell's TerraStrong.RTM. Blast Mitigation technology
provides critical blast suppression or mitigation for military
vehicles, covering the entire passenger compartment (i.e., tops,
sides, etc.), as well as the rest of the undercarriage, except for
the engine. Combined with existing armor systems, this provides
improved vehicular protection. Foams of this type may be applied by
spray techniques or they may be applied by other techniques, such
as by pouring onto or into a desired location or substrate.
[0019] In a preferred embodiment, rigid closed-cell spray
polyurethane foam (ccSPF) can be used as a valuable tool in
protecting vehicles against blasts associated with IED attacks.
Honeywell's Blast Mitigation technology potentially reduces bodily
injury to the head, limbs and vital organs of the vehicle
occupants. It also reduces damage to equipment and the critical
functions of the vehicle's operating and weapons systems. Moreover,
the energy absorbing layer reduces road noise (rough terrain,
gravel roads, etc.) that can impact war-fighter communications
within the vehicle. Installed thickness can be varied depending
upon the desired effect of the technology application. Examples of
useful thickness, which may be applied as one or more individual
layers, are up to one inch; up to two inches; up to three inches;
up to four inches; up to five inches; up to six inches, and the
like. A typical total thickness for most applications is about
three inches, typically applied as one or more layers. Foams of
this type are known; see for example, U.S. Pat. Nos. 6,545,063 and
7,288,211, and the references cited therein.
[0020] Honeywell TerraStrong.RTM. Blast Mitigation technology
provides a degree of critical blast suppression or mitigation for
military vehicles, covering the undercarriage of the entire
passenger compartment. Applicable for both new OEM production
vehicles and existing vehicle retrofits are possible. The system
can be combined with existing MRAP armor systems or applied to
non-MRAP conventional military vehicles (see Illustration Assembly
C).
[0021] The blast suppression or mitigation technology of this
invention can be utilized as a stand-alone solution or combined
with other blast and energy absorbing protection devices (i.e.
mats, seats, mouth guards, harness systems, etc.) to provide
additional vehicular and personnel protection. For optimal
performance, the application varies depending upon use. On some
vehicle designs the system would be introduced above the rolling
chassis, and on others, such as MRAPs with bolt-on armor, it would
be placed between the vehicle undercarriage and the vehicle armor
plating protection (see Illustration Assembly B).
[0022] On MRAPs, the foam would be located between the v-hull armor
plate and the vehicle passenger compartment undercarriage (see
Illustration Assembly A).
[0023] Honeywell's TerraStrong.RTM. Blast Mitigation technology
combines two key aspects: 1) blast suppression or mitigation
materials that absorb energy and 2) traditional hardened armor
solutions. The effectiveness of the system has been proven to
reduce shock waves and absorb energy from explosive blasts.
[0024] Accordingly, one embodiment of the invention is a system to
protect the vehicle from the shock of the blast wave, i.e., to
dissipate the explosive blast wave at the undercarriage of a
vehicle, wherein the system comprises one or more layers of rigid
closed-cell spray polyurethane foam applied to the undercarriage of
the vehicle. A preferred material used herein is Honeywell's
TerraStrong.RTM. Rigid Foam.
[0025] Another embodiment of the invention is a system to absorb
explosive blast energy at the undercarriage of a vehicle comprising
one or more layers of rigid closed-cell spray polyurethane foam
applied to the undercarriage of the vehicle. A preferred material
used herein is Honeywell's TerraStrong.RTM. Rigid Foam.
[0026] Yet another embodiment of the invention is a system to both
reflect explosive blast waves and to absorb explosive blast energy
from the undercarriage of a vehicle comprising one or more layers
of rigid closed-cell spray polyurethane foam applied to the
undercarriage of the vehicle. A preferred material used herein is
Honeywell's TerraStrong.RTM. Rigid Foam.
[0027] In each of the foregoing embodiments, a preferred vehicle
for implementation of the invention is a military vehicle. In
certain military vehicles, the undercarriage of the vehicle
comprises a factory installed V-hull design. In certain military
vehicles, the undercarriage of the vehicle comprises a bolt-on,
e.g., field installed, V-hull design. In certain military vehicles,
the undercarriage of the vehicle comprises a flat bottom design.
The level of blast resistance of these undercarriage designs can be
improved by the present invention.
[0028] It should be appreciated by those persons having ordinary
skill in the art(s) to which the present invention relates that any
of the features described herein in respect of any particular
aspect and/or embodiment of the present invention can be combined
with one or more of any of the other features of any other aspects
and/or embodiments of the present invention described herein, with
modifications as appropriate to ensure compatibility of the
combinations. Such combinations are considered to be part of the
present invention contemplated by this disclosure.
[0029] It is to be understood that both the foregoing general
description and the following detailed description are exemplary
and explanatory only and are not restrictive of the invention as
claimed. Other embodiments will be apparent to those skilled in the
art from consideration of the specification and practice of the
invention disclosed herein.
BRIEF DESCRIPTION OF THE DRAWINGS
[0030] FIGS. 1A and 1B show a military vehicle before treatment by
this invention.
[0031] FIG. 2 illustrates Assembly "A" herein, an MRAP with a
factory V-hull design modified with the blast suppression or
mitigation materials of the present invention.
[0032] FIG. 3 illustrates Assembly "B" an MRAP with a bolt-on
V-hull design modified with the blast suppression or mitigation
materials of the present invention.
[0033] FIG. 4 illustrates Assembly "C" a vehicle with a
conventional flat bottom design modified with the blast suppression
or mitigation materials of the present invention.
DETAILED DESCRIPTION OF THE INVENTION
[0034] As described above, one embodiment of the invention is a
method of providing a degree of explosive blast shock protection to
the occupants of a vehicle comprising adding one or more layers of
rigid closed-cell spray polyurethane foam to the undercarriage of
the vehicle. A preferred material used herein is Honeywell's
TerraStrong.RTM. Rigid Foam.
[0035] FIGS. 1A and 1B show a military vehicle (a truck) before
treatment by this invention. FIG. 1A shows the underside or
undercarriage of the vehicle. FIG. 1B is a plan view of the
vehicle, shown on a lift which allows the treatment with one or
more layers of rigid closed-cell spray polyurethane foam to the
undercarriage of the vehicle.
[0036] FIG. 2 illustrates Assembly "A" herein, an MRAP with a
factory V-hull design modified with the blast suppression or
mitigation materials of the present invention. As illustrated
therein, the MRAP factory V-hull design has a "V"-shaped armor
plate steel form added to the undercarriage of a vehicle. This
figure further shows the added layer or layers of blast suppression
or mitigation foam, namely one or more layers of rigid closed-cell
spray polyurethane, such as Honeywell's TerraStrong.RTM. Rigid
Foam. The final outside layer is a protective coating over the
blast suppression or mitigation foam, namely a silicone coating, or
similar protective material.
[0037] As described above, another embodiment of the invention is a
method of providing explosive blast energy protection to the
occupants of a vehicle comprising adding one or more layers of
rigid closed-cell spray polyurethane foam to the undercarriage of
the vehicle. A preferred material used herein is Honeywell's
TerraStrong.RTM. Rigid Foam.
[0038] FIG. 3 illustrates Assembly "B" an MRAP with a bolt-on
V-hull design modified with the blast suppression or mitigation
materials of the present invention. As illustrated therein, the
MRAP bolt-on V-hull design has a "V"-shaped armor plate steel form
that may be added to the existing plate steel undercarriage of a
vehicle. This figure further shows a layer or layers of blast
suppression or mitigation foam is added to the space between the
V-hull and the vehicle undercarriage, namely one or more layers of
rigid closed-cell spray polyurethane, such as Honeywell's
TerraStrong.RTM. Rigid Foam.
[0039] As described above, another embodiment of the invention is a
method of providing both explosive shock wave protection and
explosive blast energy protection to the occupants of a vehicle
comprising adding one or more layers of rigid closed-cell spray
polyurethane foam to the undercarriage of the vehicle. A preferred
material used herein is Honeywell's TerraStrong.RTM. Rigid
Foam.
[0040] FIG. 4 illustrates Assembly "C" a vehicle with a
conventional flat bottom design modified with the blast suppression
or mitigation materials of the present invention. As illustrated,
the vehicle includes a plate steel undercarriage. This figure
further shows the added layer or layers of blast suppression or
mitigation foam, namely one or more layers of rigid closed-cell
spray polyurethane, such as Honeywell's TerraStrong.RTM. Rigid Foam
added directly to the undercarriage of the vehicle. The final
outside layer is a protective coating over the blast suppression or
mitigation foam, namely a silicone coating, or similar
material.
[0041] Honeywell TerraStrong Rigid Foam technology is a
two-component polyurethane mixture that is combined at the spray
gun to form expanding foam that is applied on MRAPs between the
v-hull armor plate and other non-MRAP vehicle passenger compartment
undercarriage surfaces. This material has been used in other
military projects. See for example, U.S. Patent Publication No.
2011-0303254 and U.S. patent application Ser. No. 13/280,080, filed
Oct. 24, 2011. The disclosures of these applications are hereby
incorporated herein by reference.
[0042] This invention combines two key aspects: 1) blast
suppression or mitigation materials that absorb energy and 2)
traditional military hardened armor solutions. The effectiveness of
spray applied rigid foam has been proven to dramatically reduce
shock waves and absorb energy from blasts.
[0043] This invention exploits one of the key properties of the
polyurethane spray foams, namely the ability to be applied as a
sprayable liquid and to conform to the shape of the substrate. As
for blowing agents, all liquid blowing agents can be
used--HFC-245fa, HFC-365mfc, HFC-365mfc/HFC-227ea mixtures,
HCFC-141b, HCFO-1233zd(E) or 1233zd(Z), HFO-1336mzzm(Z), water and
less preferred--cyclopentane, isopentane, normal pentane, methyl
formate, methylal, trans-1,2-dichloroethylene and gaseous blowing
agents like HFC-134a, HFO-1234ze(E), and CO.sub.2. Any and all
mixtures of these agents will also be suitable.
[0044] In certain embodiments, the closed cell foam may be prepared
from a polymer foam formulation containing as a blowing agent a
hydrofluorocarbon selected from the group consisting of
1,1,1,3,3-pentafluoropropane, 1,1,1,2-tetrafluoroethane,
1,1,2,2-tetrafluoroethane, 1,1,1,3,3-pentafluorobutane,
1,1,1,2,3,3,3-heptafluoropropane, and mixtures thereof.
[0045] As used herein, an effective amount of additive means an
amount, based on the amount of blowing agent, which reduces the
vapor pressure of a foam formulation B-side to below the vapor
pressure of the corresponding foam prepared in the absence of
additive. Generally, an effective amount is from about 0.02 to
about 10 weight percent, based on the amount of blowing agent.
[0046] As used herein, blowing agent composition refers to
HFC-245fa or HFC-134a singly or in combination with other non-ozone
depleting blowing agents, such as, for example, other
hydrofluorocarbons, e.g., difluoromethane (HFC-32), difluoroethane
(HFC-152), trifluoroethane (HFC-143), tetrafluoroethane (HFC-134),
pentafluoropropane (HFC-245), pentafluorobutane (HFC-365),
hexafluoropropane (HFC-236), and heptafluoropropane (HFC-227);
C4-C7 hydrocarbons, including but not limited to butane, isobutane,
n-pentane, isopentane, cyclopentane, hexane and isohexane; inert
gases, e.g., air, nitrogen, carbon dioxide; and water, in an amount
of from about 0.5 to about 2 parts per 100 parts of polyol. Where
isomerism is possible for the hydrofluorocarbons mentioned above,
the respective isomers may be used either singly or in the form of
a mixture.
[0047] HFC-245fa is a known material and can be prepared by methods
known in the art such as those disclosed in WO 94/14736, WO
94/29251, WO 94/29252 and U.S. Pat. No. 5,574,192. Difluoroethane,
trifluoroethane, tetrafluoroethane, pentafluoropropane,
pentafluorobutane, hexafluoropropane and heptafluoropropane are
available for purchase from Honeywell, Inc., Morristown, N.J.,
USA.
[0048] With respect to the preparation of rigid polyurethane or
polyisocyanurate foams using a blowing agent comprising
1,1,1,3,3-pentafluoropropane or 1,1,1,2-tetrafluoro-ethane, any of
the methods well known in the art can be employed. See Saunders and
Frisch, Volumes I and II Polyurethanes Chemistry and Technology
(1962). In general, polyurethane or polyisocyanurate foams are
prepared by combining under suitable conditions an isocyanate (or
isocyanurate), a polyol or mixture of polyols, a blowing agent or
mixture of blowing agents, and other materials such as catalysts,
surfactants, and optionally, flame retardants, colorants, or other
additives.
[0049] It is convenient in many applications to provide the
components for polyurethane or polyisocyanurate foams in
pre-blended foam formulations. Most typically, the foam formulation
is pre-blended into two components. The isocyanate or
polyisocyanate composition comprises the first component, commonly
referred to as the "A" component or "A-side." The polyol or polyol
mixture, surfactant, catalysts, blowing agents, flame retardant,
water and other isocyanate reactive components comprise the second
component, commonly referred to as the "B" component or "B-side."
While the surfactant and fluorocarbon blowing agent are usually
placed on the polyol side, they may be placed on either side, or
partly on one side and partly on the other side. Accordingly,
polyurethane or polyisocyanurate foams are readily prepared by
bringing together the A and B side components either by hand mix,
for small preparations, or preferably machine mix techniques to
form blocks, slabs, laminates, pour-in-place panels and other
items, spray applied foams, froths, and the like. Optionally, other
ingredients such as fire retardants, colorants, auxiliary blowing
agents, water and even other polyols can be added as a third stream
to the mix head or reaction site. Most conveniently, however, they
are all incorporated into one B component.
[0050] Any organic polyisocyanate can be employed in polyurethane
or polyisocyanurate foam synthesis inclusive of aliphatic and
aromatic polyisocyanates. Preferred as a class are the aromatic
polyisocyanates. Preferred polyisocyanates for rigid polyurethane
or polyisocyanurate foam synthesis are the polymethylene polyphenyl
isocyanates, particularly the mixtures containing from about 30 to
about 85 percent by weight of methylenebis(phenylisocyanate) with
the remainder of the mixture comprising the polymethylene
polyphenyl polyisocyanates of functionality higher than 2.
Preferred polyisocyanates for flexible polyurethane foam synthesis
are toluene diisocyanates including, without limitation,
2,4-toluene diisocyanate, 2,6-toluene diisocyanate, and mixtures
thereof.
[0051] Typical polyols used in the manufacture of rigid
polyurethane foams include, but are not limited to, aromatic
amino-based polyether polyols such as those based on mixtures of
2,4- and 2,6-toluenediamine condensed with ethylene oxide and/or
propylene oxide. These polyols find utility in pour-in-place molded
foams. Another example is aromatic alkylamino-based polyether
polyols such as those based on ethoxylated and/or propoxylated
aminoethylated nonylphenol derivatives. These polyols generally
find utility in spray applied polyurethane foams. Another example
is sucrose-based polyols such as those based on sucrose derivatives
and/or mixtures of sucrose and glycerine derivatives condensed with
ethylene oxide and/or propylene oxide. These polyols generally find
utility in pour-in-place molded foams.
[0052] Catalysts used in the manufacture of polyurethane foams are
typically tertiary amines including, but not limited to,
N-alkylmorpholines, N-alkylalkanolamines,
N,N-dialkylcyclohexylamines, and alkylamines where the alkyl groups
are methyl, ethyl, propyl, butyl and the like and isomeric forms
thereof, as well as heterocyclic amines. Typical, but not limiting,
examples are triethylenediamine, tetramethylethylenediamine,
bis(2-dimethylaminoethyl)ether, triethylamine, tripropylamine,
tributylamine, triamylamine, pyridine, quinoline,
dimethylpiperazine, piperazine, N,N-dimethyl-cyclohexylamine,
N-ethylmorpholine, 2-methylpiperazine, N,N-dimethylethanolamine,
tetramethylpropanediamine, methyltriethylenediamine, and mixtures
thereof.
[0053] Optionally, non-amine polyurethane catalysts are used.
Typical of such catalysts are organometallic compounds of lead,
tin, titanium, antimony, cobalt, aluminum, mercury, zinc, nickel,
copper, manganese, zirconium, and mixtures thereof. Exemplary
catalysts include, without limitation, lead 2-ethylhexoate, lead
benzoate, ferric chloride, antimony trichloride, and antimony
glycolate. A preferred organo-tin class includes the stannous salts
of carboxylic acids such as stannous octoate, stannous
2-ethylhexoate, stannous laurate, and the like, as well as dialkyl
tin salts of carboxylic acids such as dibutyl tin diacetate,
dibutyl tin dilaurate, dioctyl tin diacetate, and the like.
[0054] In the preparation of polyisocyanurate foams, trimerization
catalysts are used for the purpose of converting the blends in
conjunction with excess A component to
polyisocyanurate-polyurethane foams. The trimerization catalysts
employed can be any catalyst known to one skilled in the art
including, but not limited to, glycine salts and tertiary amine
trimerization catalysts, alkali metal carboxylic acid salts, and
mixtures thereof. Preferred species within the classes are
potassium acetate, potassium octoate, and
N-(2-hydroxy-5-nonylphenol) methyl-N-methylglycinate.
[0055] Also included in the mixture are blowing agents or blowing
agent blends. Generally speaking, the amount of blowing agent
present in the blended mixture is dictated by the desired foam
densities of the final polyurethane or polyisocyanurate foams
products. The polyurethane foams produced can vary in density, for
example, from about 0.5 pound per cubic foot to about 40 pounds per
cubic foot, preferably from about 1 to about 20 pounds per cubic
foot, and most preferably from about 2 to about 8 pounds per cubic
foot. The density obtained is a function of how much of the blowing
agent, or blowing agent mixture, is present in the A and/or B
components, or that is added at the time the foam is prepared. The
proportions in parts by weight of the total blowing agent or
blowing agent blend can fall within the range of from 1 to about 60
parts of blowing agent per 100 parts of polyol. Preferably from
about 10 to about 35 parts by weight of blowing agent per 100 parts
by weight of polyol are used.
[0056] Dispersing agents, cell stabilizers, and surfactants may be
incorporated into the blowing agent mixture. Surfactants, better
known as silicone oils, are added to serve as cell stabilizers.
Some representative materials are sold under the names of DC-193,
B-8404, and L-5340 which are, generally, polysiloxane
polyoxyalkylene block co-polymers such as those disclosed in U.S.
Pat. Nos. 2,834,748, 2,917,480, and 2,846,458.
[0057] Other optional additives for the blowing agent mixture may
include flame retardants such as tris(2-chloroethyl)phosphate,
tris(2-chloropropyl)phosphate, tris(2,3-dibromopropyl)phosphate,
tris(1,3-dichloropropyl)phosphate, diammonium phosphate, various
halogenated aromatic compounds, antimony oxide, aluminum
trihydrate, polyvinyl chloride, and the like.
[0058] The rigid foam is installed to the undercarriage of the
designated military vehicles using traditional techniques, thereby
protecting the vehicle passenger compartment and its occupants from
blasts affecting the undercarriage of military vehicles. As
illustrated in FIGS. 1A and 1B, the vehicle retrofit application
process consists of jacking up the vehicle or placing it on a lift.
Cleaning, masking and spraying operations are managed to ensure
optimum form and fit during the application process. The edges of
the resulting Rigid Spray Foam can be tapered and sanded to provide
a factory installed appearance.
[0059] If the rigid spray foam is exposed to the elements without
the protection of a bolt-on-and-off v-hull armor plating, a
protective coating covering can be applied over the newly installed
foam if desired for exposed foam applications. Note that if a color
match is required for the vehicle, either the spray foam or the
outer coating, can be color matched to meet vehicle color or
camouflage requirements. Specialty items or applications may be
custom-applied to virtually any desired thickness. The trimming and
reassembling process involves hand-trimming and sanding procedures
to produce smooth edges. All rubber plugs, tie downs, lines,
exhaust, access panels and hitches are unmasked or reinstalled
before completion.
[0060] The TerraStrong rigid foam technology absorbs a portion of
the blast energy and blast wave to lessen the impact of roadside
IED explosions. The more energy absorbed by the rigid foam, the
less impact on the personnel, equipment and damage to the vehicle
itself. Honeywell's blast suppression or mitigation technology
reduces bodily injury to the head, limbs and vital organs of the
vehicle occupants. It also reduces damage to equipment and the
critical functions of the vehicle's operating and weapons systems.
Moreover, it reduces road noise (rough terrain, gravel roads, etc.)
that can impact war-fighter communications within the vehicle.
[0061] Honeywell's vehicle blast protection technology can be
applied to various sizes and shapes of current military vehicles.
Because it covers the undercarriage of the entire passenger
compartment, it provides protection to all of the occupants.
Installation of the blast mitigation technology of the present
invention can be at various staging sites based on customer
requirements (OEM manufacturing or retrofit) or at OEM sites
(vehicle assembly and armor manufacturing facilities). Honeywell
has the capability to install in-theater retrofits at current
military vehicle up-grade facilities, both CONUS and OCONUS, (i.e.,
Mina Abdulla in Kuwait, regional vehicle repair and return service
depot maintenance facilities, or at unit level FOB vehicle
maintenance shops).
[0062] This technology solution can be applied to a various current
military vehicle platforms, and the additional weight would be less
than 1/2-lb per cubic foot using a 6-7 lb/ft.sup.3 density rigid
foam formulation. For example, an MRAP vehicle with a vehicle
passenger undercarriage surface area of 8'.times.15' equaling a
blast protection surface area of 120 sq. ft. with a three-inch
thickness of blast protection foam would add approx. 11/2-lbs
addition weight to the entire vehicle weight. This invention fits
all size and weight military vehicles and only adds a few pounds
(1-5 lbs) to total vehicle curb weight depending on
application.
Technical Fully-Adhered Vehicle Application
[0063] The Rigid Spray Foam to the undercarriage of the designated
military vehicles, thereby reduce the impact of explosive blasts to
the vehicle passenger compartment and its occupants. See FIGS. 1A,
1B and 2-4.
[0064] The vehicle retrofit application process consists of
jacking-up the vehicle or placing it on a lift. Cleaning, masking
and spraying operations are managed to ensure optimum form and fit
during the application process. The edges of the resulting Rigid
Spray Foam can be tapered and sanded to provide a factory installed
appearance. If foam is exposed to the elements without the
protection of a v-hull armor plating, a 34-mil coat of protective
coating can be applied over the newly installed foam if
desired.
[0065] The spray foam polyurethane insulation material may be
applied at any desired thickness level, for example 1/4 inch thick,
1/2 inch thick, 1 inch thick, two inches thick, and more, if
desired. For most military vehicle blast applications, a range of
from two to six inches is employed. Other applications can have
greater or lesser thicknesses, as desired for particular
applications. Spraying of the foam polyurethane insulation material
is done by conventional equipment and methods. See for example,
U.S. Pat. No. 6,347,752, the disclosure of which is hereby
incorporated herein by reference.
[0066] Note that if a color match is required for the vehicle,
either the foam or coating can be color matched to meet vehicle
color or camouflage requirements. Specialty items or applications
may be custom applied to virtually any desired thickness. The
trimming and reassembling process involves hand-trimming and
sanding procedures to produce smooth edges. All rubber plugs, tie
downs, lines, exhaust, access panels and hitches are unmasked or
reinstalled before completion.
[0067] As used herein, the singular forms "a", "an" and "the"
include plural unless the context clearly dictates otherwise.
Moreover, when an amount, concentration, or other value or
parameter is given as either a range, preferred range, or a list of
upper preferable values and lower preferable values, this is to be
understood as specifically disclosing all ranges formed from any
pair of any upper range limit or preferred value and any lower
range limit or preferred value, regardless of whether ranges are
separately disclosed. Where a range of numerical values is recited
herein, unless otherwise stated, the range is intended to include
the endpoints thereof, and all integers and fractions within the
range. It is not intended that the scope of the invention be
limited to the specific values recited when defining a range.
[0068] It should be understood that the foregoing description is
only illustrative of the present invention. Various alternatives
and modifications can be devised by those skilled in the art
without departing from the invention. Accordingly, the present
invention is intended to embrace all such alternatives,
modifications and variances that fall within the scope of the
appended claims.
* * * * *