U.S. patent application number 13/833451 was filed with the patent office on 2014-09-18 for dynamic fluid vehicle system.
This patent application is currently assigned to IDEAL INNOVATIONS INCORPORATED. The applicant listed for this patent is IDEAL INNOVATIONS INCORPORATED. Invention is credited to Robert William Kocher, JR., David Simon.
Application Number | 20140260935 13/833451 |
Document ID | / |
Family ID | 51521460 |
Filed Date | 2014-09-18 |
United States Patent
Application |
20140260935 |
Kind Code |
A1 |
Kocher, JR.; Robert William ;
et al. |
September 18, 2014 |
Dynamic Fluid Vehicle System
Abstract
A Dynamic Fluid Vehicle System that provides a multiple
functions based on the beneficial properties of the transfer of
volumes of fluids through fluid compartments arranged at various
locations throughout a vehicle. Volumes of liquid fluids are
employed in place of hard plate armor to protect against certain
High Velocity Threats and are transferred from fluid compartments
enabling lower vehicle weight. Vehicle stability is increased by
transferring volumes of fluids to compensate for undesirable
locations of the center of gravity of vehicle. Vehicle heat
signatures are reduced by cooling fluids and cycling the cooler
fluids into external fluid compartments.
Inventors: |
Kocher, JR.; Robert William;
(McLean, VA) ; Simon; David; (Alexandria,
VA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
IDEAL INNOVATIONS INCORPORATED; |
|
|
US |
|
|
Assignee: |
IDEAL INNOVATIONS
INCORPORATED
Arlington
VA
|
Family ID: |
51521460 |
Appl. No.: |
13/833451 |
Filed: |
March 15, 2013 |
Current U.S.
Class: |
89/36.02 ;
89/36.08 |
Current CPC
Class: |
F41H 7/042 20130101;
F41H 7/04 20130101 |
Class at
Publication: |
89/36.02 ;
89/36.08 |
International
Class: |
F41H 7/04 20060101
F41H007/04 |
Claims
1. A dynamic fluid vehicle system, comprising an occupant
compartment having an exterior; two or more fluid compartments, at
least one of the fluid compartments covering a portion of the
exterior; and a transfer mechanism operatively connecting the two
or more fluid compartments.
2. The system of claim 1, wherein at least one fluid compartment
has a fluid volume, the system further comprising a volume
adjustment mechanism for adjusting the fluid volume of at least one
fluid compartment.
3. The system of claim 1, further comprising a fluid contained in
at least one of the fluid compartments, the fluid of a type that
protects against an anticipated threat.
4. The system of claim 3, wherein the at least one fluid
compartment containing the fluid covers a portion of the exterior
where an impact of the anticipated threat is most probable.
5. The system of claim 1, further comprising a fluid contained in
at least one of the fluid compartments, the fluid is a
sheer-thickening fluid.
6. The system of claim 1, further comprising an engine fluid system
wherein the fluid transfer means is operatively connected to the
engine fluid system.
7. The system of claim 1, wherein at least one fluid compartment
covers a significant portion of the exterior.
8. The system of claim 1, wherein at least one of the fluid
compartments is in the form of an underbody v-hull.
9. The system of claim 1, further comprising a fluid temperature
control system operatively connected to the transfer mechanism.
10. The system of claim 1, further comprising a processor
operatively connected to the transfer mechanism; and a
machine-accessible storage medium operatively connected to the
processor, the machine-accessible storage medium having
instructions encoded thereon for enabling the processor to perform
the operations of (a) receiving information about a threat, (b)
selecting a fluid that protects against the threat, and (c)
transferring the selected fluid into at least one of the fluid
compartments.
11. A method for configuring protection levels of the dynamic fluid
vehicle system, the dynamic fluid vehicle system comprising an
occupant compartment having an exterior, two or more fluid
compartments, at least one of the fluid compartments covering a
portion of the exterior, and a transfer mechanism operatively
connecting the two or more fluid compartments; the method
comprising receiving information about a threat; selecting a fluid
that protects against the threat; and transferring the selected
fluid into at least one of the fluid compartments.
12. The method of claim 11, further comprising the step of
selecting a location that protects against the threat and wherein
the transferring step is performed into a fluid compartment that
covers the selected location.
13. The method of claim 11, the system further comprising a fluid
volume in at least one fluid compartment and a volume adjustment
mechanism; the method further comprising the steps of determining a
thickness of the selected fluid that will protect against the
threat; and adjusting the fluid volume such that it creates the
determined thickness.
14. A method for adjusting the weight distribution of a vehicle,
the vehicle having two or more fluid compartments and a transfer
mechanism operatively connecting the two or more fluid
compartments; the method comprising determining a desired weight
distribution; determining what fluid volume is needed in each fluid
compartment to create the desired weight distribution; and
transferring fluid between each fluid compartment until each fluid
compartment contains the determined fluid volume.
15. A dynamic fluid vehicle system, comprising a vehicle having two
or more fluid compartments; a transfer mechanism operatively
connecting the two or more fluid compartments; one or more sensors;
a processor operatively connected to the transfer mechanism and the
one or more sensors; and a machine-accessible storage medium
operatively connected to the processor, the machine-accessible
storage medium having instructions encoded thereon for enabling the
processor to perform the operations of (a) monitoring the vehicle
status using the sensors, (b) calculating a roll-over parameter,
(c) determining whether the roll-over parameter has reached a
roll-over threshold, (d) determining, if the roll-over parameter
has reached the roll-over threshold, what fluid volume is needed in
each fluid compartment to bring the roll-over parameter below the
roll-over threshold, and (e) transferring fluid between each fluid
compartment until the roll-over parameter is below the roll-over
threshold.
16. The system of claim 15, further comprising an engine fluid
system wherein the transfer mechanism is operatively connected to
the engine fluid system.
17. The system of claim 15, wherein at least one of the two or more
fluid compartments functions as a fluid reservoir for the engine
fluid system.
18. The system of claim 17, further comprising a fluid temperature
control system operatively connected to the transfer mechanism.
19. A dynamic fluid vehicle system, comprising a vehicle having an
exterior; two or more fluid compartments, at least one of the fluid
compartments covering a portion of the exterior; a transfer
mechanism operatively connecting the two or more fluid
compartments; and a fluid temperature control system operatively
connected to the transfer mechanism.
20. The system of claim 19, further comprising an engine fluid
system wherein the transfer mechanism is operatively connected to
the engine fluid system.
Description
BACKGROUND
[0001] The latest generation of armored wheeled vehicles, such as
the Mine Resistant Ambush Protected ("MRAP") vehicles of the United
States Army and Marine Corps, protect occupants from "High Velocity
Threats" by affixing solid armor panels to the sides of the
occupant compartments. High Velocity Threats are weapons that
consistently penetrated older generations of armored wheeled
vehicles such as the M1113 armored personnel carrier and the High
Mobility Multipurpose Wheeled Vehicle. Contemporary armored wheeled
vehicles often offer protection against High Velocity Threats but
incur significant limitations when doing so. High Velocity Threats
include explosively-formed projectiles ("EFP"s), rocket-propelled
grenades ("RPG"s), handheld shaped-charge grenades (such as the
Russian RKG-3) and certain improvised explosive devices
("IED"s).
[0002] Conventional armored wheeled vehicles are heavy. Solid armor
panels are typically made of a type of steel alloy commonly called
rolled homogeneous armor ("RHA"). RHA is a very heavy material. Its
standard density is approximately 7.86 g/cm 3. This high density
results in the first problem with conventional armored wheeled
vehicles: The use of RHA to protect against High Velocity Threats
results in extreme vehicle weights, often exceeding 30,000 lbs.
[0003] Conventional armored wheeled vehicles are unstable. Typical
vehicles employ "v-shaped" underbody deflector plates to deflect,
divert, or absorb blast energy from underbody attacks. The use of
v-shaped deflector plates results in the positioning of the
occupant compartment substantially above the level of the wheel
axles. This elevated positioning of the occupant compartment
combined with the use of solid panel armoring to protect the
occupant compartment results in a high center of gravity ("CG") for
the vehicle relative to previous generations of armored wheeled
vehicles. This high CG results in the second problem with
conventional armored wheeled vehicles: A high CG causes increased
risk of vehicle roll-over and generally unfavorable vehicle
handling characteristics.
[0004] Conventional Armored wheeled vehicles are easily detected by
infrared sensors. Affixing solid armor panels made of materials
such as RHA creates a significant additional quantity of materials
that retain heat given off by the vehicle. The additional material
slows the dissipation of heat from the vehicle into the atmosphere.
The slowed dissipation results in the third problem with
conventional armored wheeled vehicles: High heat signature. The
slower the dissipation, the greater the heat signature and the
easier it is to detect conventional vehicles with thermal imaging
devices.
[0005] Overall, conventional armored wheeled vehicles have several
disadvantages in weight, instability, and detectability that are
caused by their use of solid armor panels. These problems have
limited their effectiveness in the battlefield. Therefore, it is
highly desirable to develop a single vehicle system that overcomes
theses disadvantages while providing armor protection, stability,
and lower detectability.
SUMMARY
[0006] It has been discovered that approximately 2-3 inches of a
many common fluids, including water, provides the same protection
as 1 inch of RHA against certain High Velocity Threats. It has also
been discovered that the CG of an armored wheeled vehicle can be
significantly adjusted by transferring volumes of liquid fluid to
different positions on the vehicle. Further, it has been discovered
that volumes of certain fluids attached to the exterior of a
vehicle reduces the heat signature of the vehicle.
[0007] These three discoveries combine to provide a new result: A
vehicle system that provides armor protection against High Velocity
Threats without extreme weight, instability, or large heat
signatures. Thus, in accordance with the invention, the problems
set forth above are solved by a Dynamic Fluid Vehicle System
("DFVS"). The DFVS is a multi-functional vehicle system that offers
new vehicle capabilities based on the beneficial properties of the
controlled transfer of volumes of fluids. It optionally
incorporates one or more subsystems including a Fluid Armoring
System, Fluid Stability System, and Fluid Temperature System. The
base DFVS comprises an occupant compartment having an exterior; two
or more fluid compartments, at least one of the fluid compartments
covering a portion of the exterior; and a transfer mechanism
operatively connecting the two or more fluid compartments.
DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS
[0008] Acronyms stated here are defined in the Detailed Description
below.
[0009] FIG. 1 depicts a conventional armored wheeled vehicle having
side armor capable of defeating High Velocity Threats and v-shaped
underbody deflector plates.
[0010] FIG. 2 depicts an embodiment of the base DFVS.
[0011] FIG. 3 depicts an embodiment of the DFVS with equal weight
distribution employing a VAM as its fluid transfer mechanism.
[0012] FIG. 4 depicts an embodiment of the DFVS with a greater
quantity of fluid in the left fluid compartment employing a VAM as
its fluid transfer mechanism.
[0013] FIG. 5 depicts the process that takes place on the VCU when
implemented within the DFVS.
[0014] FIG. 6 depicts an embodiment of the DFVS when implemented
with the TCS.
[0015] FIG. 7 depicts an embodiment of the DFVS when implemented
with the FAS and having an asymmetrical fluid compartment
configuration.
[0016] FIG. 8 depicts an embodiment of the DFVS having a non-equal
weight distribution configured to lessen road shoulder
destruction.
[0017] FIG. 9 depicts as system diagram of an embodiment of the
DFVS when implemented with the FSS.
[0018] FIG. 10 depicts an embodiment of the DFVS when implemented
with the TCS.
[0019] FIG. 11 depicts the process that takes place on the TCU when
implemented within the DFVS.
DETAILED DESCRIPTION
[0020] As discussed above, prior art armored wheeled vehicles that
attempt to protect against High Velocity Threats have significant
problems. The vehicle depicted in FIG. 1 is an example of such a
vehicle. FIG. 1 is typical of the MRAP-type of armored wheeled
vehicles deployed by U.S. forces during the conflicts in Iraq and
Afghanistan. Solid armor panels 12 attached to the sides of the
occupant compartment 10 protect the vehicle from High Velocity
Threats. It should be noted, however, that the placement of solid
armor panels in this depiction is an example only, and that solid
armor panels are often located in locations other than this. The
v-shaped underbody deflector plates 14 result in the occupant
compartment being located substantially above the level of the
wheel axles 16. (Note, the dashed line, 16, depicting the level of
the wheel axle intersects each axle at its center point.) The
weight created by the amount of solid armor paneling necessary to
protect against Heavy Velocity Threats often results in extreme
vehicle weights in excess of 30,000 lbs. Carrying this much vehicle
weight comes with obvious drawbacks in handling, roadbed
destruction, vehicle roll-over risk, and simply transporting the
vehicle to its place of deployment.
[0021] The problem of extreme weight is mainly attributable to the
high density of solid armor paneling. DFVS solves this problem by
employing a Fluid Armoring System ("FAS"). The FAS uses volumes of
liquid fluids to protect against High Velocity Threats. The
hydrodynamic mode of penetration of High Velocity Threats makes
them effective against solid materials but significantly less so
against certain liquid fluids. As discussed above even as little as
2-3 inches of water provides the same protection as 1 inch of RHA
against High Velocity Threats.
[0022] The advantage of liquid fluids is that they have
significantly lower densities than solid armor paneling. The
material that makes up solid armor paneling, RHA, has a density of
7.86 g/cm 3. Liquid fluids such as water or petroleum have
densities significantly less than this. (Water has a density of 1
g/cm 3 and all grades of petroleum have a lower density) This
allows for large volumes of liquid fluids to be used in place of
RHA while maintaining significantly lesser weight. Thus in
locations where solid armor paneling is currently employed,
compartments filled with fluids can be used to provide armor
protection. Based on this principle, the DFVS employing the FAS can
protect against High Velocity Threats without the problem of
extreme weight.
[0023] FIG. 2 depicts the DFVS in its preferred embodiment,
employing the FAS. This embodiment is the same as the base DFVS. It
comprises an occupant compartment 18 having an exterior 20, side
areas of the exterior 21, two or more fluid compartments 22, at
least one of the fluid compartments covering a portion of the
exterior, and a transfer mechanism 24 operatively connecting the
two or more fluid compartments.
[0024] The preferred embodiment can apply to occupant compartments
of any size, from those found on small one or two-man armored
wheeled vehicles, such as the SOVIM-2, to large, multi-person
armored personnel carriers and larger, such as the MRAP Buffalo.
The exterior of the occupant compartment includes all portions of
the occupant compartment outside of the enclosed space where
occupants and/or cargo reside. This includes the top, bottom,
front, back, and sides of the occupant compartment as well as areas
on the underbody of the vehicle or beneath the chassis or other
structural members that support the occupant compartment.
[0025] In all embodiments of the DFVS including all optional
subsystems, the fluid compartments can make up or be located within
or on any portion of the armored wheeled vehicle. They can be
located on the exterior portions of the armored wheeled vehicle
including the occupant compartment, within the interior of any
portion of the armored wheeled vehicle such as in the engine bay,
or can be integrated within the structure of the armored wheeled
vehicle such as forming a sidewall of its body. Location of the
fluid compartments on the underbody of the vehicle, such as in the
form of a "v-hull" 23 is desirable to protect against mines and
buried IEDs in a similar way to v-shaped deflector plates on
conventional armored wheeled vehicles. In general, when configured
for the purpose of protecting the occupant compartment such as in
FIG. 2, fluid compartments providing armor protection will cover
significant portions of the side areas of the exterior of the
occupant compartment. Further, fluid compartments offering armor
protection do not need to cover all portions of the occupant
compartment. As FIG. 7 depicts, asymmetrical arrangements of the
DFVS employing the FAS are possible, wherein one fluid compartment
70 covers an entire side of the occupant compartment and the
opposite side remains uncovered. This type of configuration is
desirable when the primary threat comes from roadside bombs on a
single side of the road.
[0026] In all embodiments of the DFVS including all optional
subsystems the fluid compartments may comprise compartments that
are components of engine fluid systems that serve functions in
addition to armoring such as fuel tanks, coolant reservoirs, and
oil reservoirs. Fluid compartments can take the shape of any
enclosed body and can be made of any material that is capable of
retaining volumes of liquid fluids. However, materials with
ballistic protection properties are desirable because of their
armoring capabilities. These materials include high-strength
textiles such as Aramids (e.g. Kevlar) or
Ultra-High-Molecular-Weight Polyethylenes (UHMW-PEs, e.g. Dynmeema)
as well as lighter weight metals such as aluminum or titanium.
[0027] Any liquid fluid with desirable threat-defeating properties
can be employed in the FAS. These include shear-thickening fluids
and fluids that are used by engine fluid systems. Fluids used by
engine fluid systems are those fluids that are commonly found in
internal combustion engines. Such fluids include coolants, fuel,
lubricating fluids such as engine oil and transmission fluid, brake
fluids, fluids used in shock absorbers, windshield wiper fluid,
battery fluids, fuel cell fluids, and water.
[0028] Fluid compartments using liquids from engine fluid systems
can be operatively connected to appropriate portions of the engine
system or can be stand-alone fluid compartments. For example, FIG.
6 depicts the DFVS employing the FAS where one of the two or more
fluid compartments 60 is part of an engine fluid system (reservoir
of coolant used by the engine system). The reservoir is operatively
connected, such as by means of piping 61, to the engine system 62
to cool the engine and also operatively connected, such as by means
of piping 63, to the transfer mechanism 64 to enable coolant to be
transferred to other fluid compartments.
[0029] The fluid transfer mechanism in the DFVS can be any means
that can transfer liquid fluids from one location to another.
Transfer mechanisms may include components such as pumps, valves,
hosing, or piping, as well as computer control mechanisms for such
transfer mechanisms. Elements capable of providing the transfer
mechanism functionality are well known in the art and are currently
provided by companies such as Corken, Inc., Peerless Pump Company,
the W.S. Darley Company, and many other industrial and automotive
pump companies. One means of transferring fluid is to locate a
two-way pump between the fluid compartments. These can include
pressure or displacement pumps. If a high viscosity fluid is used
such as shear-thickening fluid, a more robust transfer mechanism
such as a gear pump or screw/auger pump can be used. Alternatively,
the transfer mechanism can be integrated into the design of the
fluid compartments themselves, such as by adjusting the volume of
the compartments and using the pressure created by the volume
adjustment to transfer fluid through the system. FIG. 3 and FIG. 4
described below depict such systems.
[0030] FIG. 3 depicts a DFVS employing a volume adjustment
mechanism ("VAM") 26 as its fluid transfer mechanism for adjusting
the fluid volume of at least one fluid compartment 22. The VAM may
be incorporated in all embodiments of the DFVS including all
optional subsystems. By adjusting the volume of a fluid compartment
the fluid 30 can be compressed and caused to move from one
compartment into another compartment through components of the
fluid transfer mechanism such as piping 32. In FIG. 3 the fluid 30
is shown in equal volumes in each fluid compartment. FIG. 4 depicts
a vehicle armoring system after the fluid volume in the right
compartment 34 has been compressed by a VAM 26, causing the fluid
to flow into the left compartment 36 and increase its volume.
[0031] The VAM can either function alone as the sole transfer
mechanism or it can work in addition to independent transfer
mechanisms such as those discussed previously. As explained below,
adjusting the volume of fluid compartments can have benefits in
addition to functioning as a transfer mechanism.
[0032] One possible variant of the VAM is a transfer mechanism that
comprises one or more movable panels that separate the fluid
compartment into two or more substantially sealed sub-compartments.
Each sub-compartment can be optionally filled with a liquid fluid
or gaseous fluid, or not filled and left to enclose whatever fluid
happened to be in the atmosphere. The movable panels can be
adjusted by any suitable means for moving a panel-like structure
within a compartment that holds a fluid. For example the movable
panels can be caused to move by an electromechanical or hydraulic
actuator that pushes the panel along tracks or guides that follow
the contours of the interior walls of the fluid compartment. Moving
the panels allows the vehicle to adjust the aerial density and
therefore the armor protection level of particular sections of the
fluid compartments.
[0033] Another variant of the VAM employs gas pressure to adjust
fluid volumes. The fluid compartments can be pressurized such that
a panel within a fluid compartment moves with an increase or
decrease in gas pressure. Gas compression and vacuum mechanisms
commonly known it the art can be incorporated to cause an increase
or decrease in gas pressure. Pressure can be increased in areas
separated from the fluid by the movable panel, thereby causing it
to move against the fluid volume and force fluid out of an initial
fluid compartment. A connection through which fluid can pass
between a first fluid compartment and a second fluid compartment
allows for the fluid volume to adjust. Similarly, when pressure is
significantly reduced in areas separated from the fluid by the
movable panel, the panel expands the fluid volume, creating a
vacuum drawing more fluid into the fluid compartment.
[0034] If the distance between the interior surfaces of the fluid
compartment varies, the dimensions of the panel can be made
adjustable such as by forming the panel as two or more overlapping
and sealed sub-panels that slid outward relative to each other as
the interior walls of the fluid compartment spread or contract.
Also, the panels can be formed to enclose sub-panels so that they
telescope outward as the interior walls of the fluid compartment
spread.
[0035] In embodiments of the DFVS employing the FAS, it will often
be beneficial to employ fluid transfer mechanisms that maintain
pressure on the fluid volumes such that the fluids fill the entire
compartments in which they are contained. (VAMs are examples of
such fluid transfer mechanisms). Constrained fluid provides better
armor protection because the fluid has no room to flow away from
impact site. This increased pressure increases the average mass of
fluid in the fluid compartment and therefore increases the areal
density as well. (Areal density is the mass density that a threat
"sees" as it approaches a given area on the face of a surface). In
one variant, the moveable panel in a VAM can be oriented vertically
and parallel to the sides of the vehicle, thereby offering side
protection. Alternatively, the moveable panel can be located
horizontally or at any other angle relative to the side of the
fluid compartment that allows the volume of constrained fluid to
increase or decrease.
[0036] An advantage of being able to adjust the location and areal
density of the fluid compartment is that the coverage area of the
armor protection can be changed based on the conditions
encountered. For example, often roadside IEDs are a significant
threat. These weapons typically fire from ground level or slightly
above ground level and travel at an upward angle, impacting the
lower half of the armored vehicle. If roadside IEDs are the
conditions encountered, then an appropriately configured vehicle
employing the DFVS with FAS can constrain a volume of fluid such
that it is concentrated along the lower half of the armored
vehicle. This would protect the necessary portions of the vehicle
without wasting armoring material in other areas.
[0037] Conditions can change quickly on the battlefield. When
adjusting the location and areal density of the fluid compartments,
it is desirable to be able to do so quickly, while the vehicle is
moving, and/or while the vehicle is deployed in the field. It is
further desirable to be able to adjust the type or mixture of
fluids at specific locations. As such the present invention can
include a volume control unit ("VCU").
[0038] FIG. 5 depicts the VCU 59, as employed within the DFVS. An
embodiment of the DFVS employing the VCU comprises the elements of
the DFVS as described above and a VCU comprising a processor 50
operatively connected to the transfer mechanism 57; and a
machine-accessible storage medium 51 operatively connected to the
processor, the machine-accessible storage medium having
instructions encoded thereon for enabling the processor to perform
the operations of receiving information about a threat 52,
selecting a fluid that protects against the threat 53, and
transferring the selected fluid into at least one of the fluid
compartments 54.
[0039] The VCU can be embodied as software implemented on a
computer, which includes, among other possible components, the
processor 50 and machine-accessible storage medium 51. Threat
intelligence information about the threat environment can be
received from an external intelligence source 55 such as daily
military intelligence reports, and communicated to the VCU
automatically via a wireless communications network. Threat
intelligence can also be received from a vehicle operator using a
suitable computer input means such as a keyboard, mouse, or voice
recognition.
[0040] The VCU computer includes memory that stores a record 56 of
the types, volumes, and locations of fluids currently contained in
the vehicle. This record can be either stored independently in
separate memory or transmitted to and stored in the
machine-accessible storage medium, 51. Updates to the record may be
made manually as different fluids are added to the vehicle, or it
sensed automatically using sensors in communication with the
computer. Sensors include any of those types of sensors that are
appropriate for the fluid and commonly know in the art such as
fuel-level sensors. The record also contains threat-defeating
information associated with each of the types and volumes of
fluids. Threat-defeating information can include a rating of the
effectiveness of different fluids in protecting against a list of
known threat types.
[0041] When the system receives threat intelligence, it compares
that information to the threat-defeating capabilities of the record
of fluids on-hand. The VCU then selects the fluid that will best
protect the vehicle against the threat types indicated in the
threat intelligence. It does so by comparing the threat protection
ratings for the fluids on hand to the threats indicated in the
intelligence report and selecting the fluid on-hand with the best
protection rating for those threats. The VCU then causes the
transfer mechanism to transfer that fluid to the location indicated
in the threat intelligence that covers a portion of the exterior
where an impact of the anticipated threat is most probable.
[0042] In one example, the DFVS employing the FAS and VCU could
receive threat intelligence that there is a high risk for underbody
IEDs using 155 mm high explosive shells and copper plating. The
record of fluids on the vehicle could include sheer-thickening
fluid, water, fuel, oil, and coolant at various volumes. Of those
fluids the record might indicate that sheer-thickening fluid has
the highest protection rating for 155 mm high explosive copper
plated underbody IEDs. The VCU then selects sheer-thickening fluid
and causes the transfer mechanism to transfer the sheer-thickening
fluid to the underbody fluid compartments.
[0043] In another example, the DFVS employing the FAS and VCU could
receive threat intelligence that there was a high risk for
underbody IEDs using 155 mm high explosive shells and copper
plating, a high risk for roadside attacks by RPG-7s, and a medium
risk for roadside attacks by RPG-29s. The record of fluids on the
vehicle could include sheer-thickening fluid, water, fuel, oil, and
coolant at various volumes. Of those fluids the sheer-thickening
fluid might have the highest protection rating for 155 mm high
explosive, copper plated underbody IEDs and RPG-29s. Water may
provide an equal protection rating as sheer-thickening fluid for
RPG-7s but lesser protection for RPG-29s. In this scenario, the
system could select sheer-thickening fluid and cause the transfer
mechanism to transfer the sheer-thickening fluid to the underbody
fluid compartments to protect against underbody IEDs. The system
could also select water and cause the transfer mechanism to
transfer water to the side fluid compartments to protect against
RPG-7s while not selecting for sheer-thickening fluid for side
fluid compartments to protect for RPG-29s because of the lesser
threat risk.
[0044] In yet another example, the DFVS employing the FAS and VCU
can include a VAM in its fluid compartments. This allows for varied
fluid compartment volumes to be factored into the VCU. In this
example, a vehicle might only have coolant available, and this
coolant may be integrated with the engine as an engine fluid
system. In these circumstances it may be desirable to use as little
of the fluid as possible when armoring the vehicle because the
coolant is essential for the function of the engine system. The
threat intelligence might indicate a risk for only small arms fire.
Based on data in the fluid record, the VCU could determine that
only four inches of coolant is necessary to protect against small
arms fire. It could then activate VAM to reduce the volume of the
fluid compartments to match this thickness. In this way the fluid
volume control system could provide the needed protection while
maintaining the maximum amount of coolant available for the
engine.
[0045] As discussed above, armored wheeled vehicles found in the
prior art have the problem of destroying roadbeds because of
extreme weight. This occurs because the shoulders of roads are
often less supported than the centers of roads and prior art
vehicles evenly distribute their weight across the roadbed. This
results in the weaker shoulders bearing the same amount of downward
force as the more stable center portions of the roads. As a
consequence the road shoulders deteriorate faster than the center
portions.
[0046] The DFVS solves this problem in one manner by allowing the
fluid compartments to be drained when armoring is not needed. This
significantly reduces the overall weight of the vehicle and
consequently its destruction of the roadbed. The DFVS solves this
problem in another way by allowing for armor weight to be
redistributed so that more of the weight is distributed over the
stronger portions of the roadbed. Specifically, one can determine
the desired weight distribution based on the conditions of the
roadbed, determine what fluid volume is needed in each fluid
compartment to create the desired weight distribution, and transfer
fluid between each fluid compartment until each fluid compartment
contains the determined fluid volume. For example as depicted in
FIG. 8 if the shoulders of the road are indeed weaker and the left
fluid compartment is closer to the shoulder, then the transfer
mechanism can transfer fluid from the left fluid compartment 80 to
fluid compartments closer to the center of the road 82. This
results in less mass and therefore less force being distributed
over the left side of the vehicle, as indicated by the relative
difference in arrow length under each wheel.
[0047] Related to the problem of vehicle weight distribution is the
problem that armored wheeled vehicles found in the prior art have
an undesirably high center of gravity. This is primarily because
they employ an underbody v-shaped deflector plates. V-shaped
deflector plates have encountered widespread use in armored vehicle
design because they have proven to be the most effective design for
protecting against underbody mine blasts. All current MRAP vehicles
including all-terrain variants employ v-shaped deflector plates.
Unfortunately, the use of v-shaped deflector plates requires the
entire vehicle to be shifted higher over the axles to allow for
sufficient ground clearance. This then also shifts the CG of the
vehicle higher as well. Vehicles with a high CG are generally less
dynamically stable and specifically prone to roll-over. DFVS solves
this problem by employing a fluid stability system ("FSS") that
adjusts the CG to compensate for the risk of roll-over. The FSS
adjusts the CG by transferring volumes of fluid to fluid
compartments in different areas of the vehicle, thereby adjusting
the weight distribution as described above and the CG.
[0048] FIG. 9 depicts an embodiment of the DFVS employing the FSS.
The DFVS employing the FSS comprises the elements of the DFVS
described above; one or more sensors 90; and a Stability Control
Unit ("SCU") 94 comprising a processor 91 operatively connected to
the transfer mechanism and the one or more sensors 90; a
machine-accessible storage medium 92 operatively connected to the
processor, the machine-accessible storage medium having
instructions encoded thereon for enabling the processor to perform
the operations of monitoring the vehicle status using the sensors
95, calculating a roll-over parameter 96, determining whether the
roll-over parameter has reached a roll-over threshold by comparing
the roll-over parameters detected to the record roll-over
thresholds on record for those parameters 97, determining, if the
roll-over parameter has reached the roll-over threshold, what fluid
volume is needed in each fluid compartment to bring the roll-over
parameter below the roll-over threshold 98, and transferring fluid
between each fluid compartment until the roll-over parameter is
below the roll-over threshold 99.
[0049] The SCU can be embodied as software implemented on a
computer. This can be a separate computer or the same computer as
implemented in the VCU. The sensors comprise three primary groups.
The first sensor group monitors driver inputs: steering wheel
angle, throttle position, brake pressure, and similar inputs. A
second group of sensors monitors the vehicle's dynamic state:
longitudinal, lateral, and vertical accelerometers; angular (roll,
pitch, and yaw) rate sensors; wheel speed sensors; and shock
absorber extension. These sensors are all well known by those
knowledgeable in the art of vehicle dynamics. The third group of
sensors monitors DFVS components, including fluid level sensors in
each fluid compartment and flow rate sensors for the transfer
mechanism. The SCU monitors the first group of sensors to predict
the potential for roll-over. High lateral acceleration, high roll
rate, drastically different wheel speeds, and high yaw rates are
all typical roll-over warning signs. The SCU monitors the second
group of sensors to anticipate how the driver's actions will affect
the situation. The data from the various sensors is used to
calculate one or more roll-over metrics. If these metrics exceed
predetermined thresholds for high roll-over risk, then the SCU
determines what volume and what fluid compartment(s) fluid should
be transferred to in order to adjust the CG and prevent roll-over.
The thresholds can be calculated through empirical testing, such as
by measuring the forces acting on the vehicle at a variety of
locations as the vehicle is being intentionally rolled-over under
various sets of circumstances. Algorithms for calculating roll-over
metrics are well known in the field of fluid dynamics. The third
group of sensors provides data to the SCU to enable it to transfer
the appropriate volume of fluid to the desired fluid compartment.
The VCU then causes the transfer mechanism to transfer fluid to
locations that would lower the rollover risk.
[0050] In one example, if the vehicle is making a sharp, left-hand
turn, sensors from the second group may measure high lateral
acceleration in a right hand direction. If the value of the lateral
acceleration exceeded the predetermined limits, then the VCU
activates the transfer mechanism to transfer fluid to the
compartment(s) located on the side of the vehicle corresponding to
the inside of the turn.
[0051] In another example, sensors from the first group may detect
high lateral acceleration to the right of the vehicle, but not at a
high enough level to cause the VCU to cause corrective action.
However, the driver may take actions to correct for this high
lateral acceleration such as drastically reducing throttle and
turning sharply to the left. The second group of sensors then
measures these parameters. The combination of readings from the
first and second groups of sensors may meet a predetermined
threshold on record in the VCU of likely "overcorrection" or
"fish-hooking." In this example the VCU would then cause the
transfer mechanism to transfer fluid to the fluid compartments on
the side of the vehicle located on the outside of the turn in
anticipation of imminent instability.
[0052] The VCU may take pre-emptive action based on measured
vehicle parameters and recorded dynamic performance. In one
example, a vehicle traversing a road at a high rate of speed causes
the VCU to preemptively shift fluid to compartments located lower
on the vehicle thereby reducing the height of the vehicle's CG and
thereby increasing the roll stability of the vehicle should an
abrupt steering input be required. Likewise, if recorded
information from the second group of sensors indicates that the
round conditions are rough or that increased stability is required,
the VCU may again preemptively shift fluid to specific compartments
to achieve more desirable dynamic vehicle capabilities.
[0053] DFVS employing the FSS can also be directly integrated with
other electronic vehicle stability systems including suspensions
with adjustable components such as air springs and electronically
adjustable shock absorbers. In this way the CG-transfer function of
the FSS can work in a complimentary manner with existing active
stability systems to provide enhanced stability. Also, similarly to
the VAM, the FSS can be operatively connected to an engine fluid
system such that at least one of the two or more fluid compartments
functions as a fluid reservoir for an engine fluid system.
[0054] Related to the problem of extreme weight caused by solid
plate armor is the problem of extreme heat. Large masses of
conventional armor retain heat given off from the engine and other
systems of the vehicle, as well as from the environment. Often this
heat is retained for long periods of time and results in armored
vehicles being associated with large heat signatures. Large heat
signatures enable easy detection by infra-red sensors. DFVS solves
this problem through the integration of a temperature control
system ("TCS") that adjusts the temperature of the fluid retained
in external fluid compartments to reduce or increase the heat given
off from those compartments.
[0055] FIG. 10 depicts an embodiment of the DFVS with an integrated
TCS. This embodiment comprises a vehicle having an exterior; two or
more fluid compartments each having at least one fluid temperature
sensor 100, at least one of the fluid compartments covering a
portion of the exterior; a transfer mechanism operatively
connecting the two or more fluid compartments; a temperature
adjustment mechanism 102 operatively connected to the transfer
mechanism; and a temperature control unit ("TCU") 104 operatively
connected to the at least one fluid temperature sensor, the fluid
temperature adjustment mechanism, and the transfer mechanism.
Further like the other systems described herein, the TCS can be
operatively connected to an engine fluid system such that at least
one of the fluid compartments functions as a fluid reservoir for an
engine fluid system.
[0056] The TCS functions by cycling warmer fluids from fluid
compartments covering exterior surfaces and replacing it with
cooler fluids that have been through the temperature adjustment
mechanism. The temperature adjustment mechanism removes heat from
the fluids that run through it and thereby lowers the fluid
temperature. This excess heat is radiated from locations on the
vehicle that are less prone to infrared monitoring. For example the
temperature adjustment mechanism may be located on a top horizontal
surface of the vehicle and the fluid compartments may be along the
sides. In this configuration the broad side profile of the vehicle
will have a lower heat signature and the top will have a much
higher heat signature. This may be desirable in situations where
the majority of infrared sensing is focused on the sides of
vehicles as commonly is the case in battlefield environments.
[0057] Equivalents of the components of the DFVS employing the TCS
shown in FIG. 10 will be readily identifiable to a person of
ordinary skill in the art. For example the fluid temperature
sensors can be any sensor capable of detecting the temperature of
fluids such as those offered by vehicle parts manufactures like
Delphi Corporation which change resistance inversely to temperature
and provide a signal that varies in accordance with this resistance
variance. The temperature adjustment mechanism can be any known
device that changes the temperature of a fluid. The most common
examples are radiators but other types of heat exchangers are also
possible such as shell-and-tube type devices.
[0058] The TCU is a device that allows control over the transfer
mechanism based on the temperature sensors. The TCU can function
manually such as by presenting temperature readings to a vehicle
occupant and providing controls that activate the transfer
mechanism to cycle the fluids such that lower temperature fluids
are located in areas where infrared sensing is likely. In this way
it functions much like the control devices in common HVAC
systems.
[0059] As shown in FIG. 11, the TCU 110 may also be a device
comprising a processor 111 operatively connected to the transfer
mechanism and the one or more temperature sensors; a
machine-accessible storage medium operatively connected to the
processor, the machine-accessible storage medium having
instructions encoded thereon for enabling the processor to perform
the operations of receiving a desired fluid temperature and one or
more desired fluid compartments; detecting the fluid temperature in
the one or more desired fluid compartments 113; comparing the
detected fluid temperature to the desired fluid temperature 114;
and transferring fluid from the one or more desired fluid
compartments 115 through the temperature adjustment mechanism until
the fluid's temperature matches the desired fluid temperature. The
TCU can be embodied as software implemented on a computer. This can
be a separate computer or the same computer as implemented in the
VCU.
[0060] Although the exemplary drawings and specific embodiments of
the present invention have been described and illustrated, it is to
be understood that the scope of the present invention is not to be
limited to the particular embodiments discussed. Thus the
embodiments should be regarded as illustrative rather than
restrictive. Furthermore, it should be understood that variations
may be made in those embodiments by workers skilled in the art
without departing from the scope of the present invention as set
forth in the claims.
* * * * *