WO2025259902A1 - Châssis de roulement pour véhicules blindés - Google Patents

Châssis de roulement pour véhicules blindés

Info

Publication number
WO2025259902A1
WO2025259902A1 PCT/US2025/033391 US2025033391W WO2025259902A1 WO 2025259902 A1 WO2025259902 A1 WO 2025259902A1 US 2025033391 W US2025033391 W US 2025033391W WO 2025259902 A1 WO2025259902 A1 WO 2025259902A1
Authority
WO
WIPO (PCT)
Prior art keywords
hull
assembly
armored cab
door
link
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
PCT/US2025/033391
Other languages
English (en)
Inventor
Steven D. Grate
Theodore R. Henson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
AM General LLC
Original Assignee
AM General LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by AM General LLC filed Critical AM General LLC
Publication of WO2025259902A1 publication Critical patent/WO2025259902A1/fr
Pending legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F41—WEAPONS
    • F41H—ARMOUR; ARMOURED TURRETS; ARMOURED OR ARMED VEHICLES; MEANS OF ATTACK OR DEFENCE, e.g. CAMOUFLAGE, IN GENERAL
    • F41H7/00—Armoured or armed vehicles
    • F41H7/02—Land vehicles with enclosing armour, e.g. tanks
    • F41H7/04—Armour construction
    • F41H7/042—Floors or base plates for increased land mine protection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F41—WEAPONS
    • F41H—ARMOUR; ARMOURED TURRETS; ARMOURED OR ARMED VEHICLES; MEANS OF ATTACK OR DEFENCE, e.g. CAMOUFLAGE, IN GENERAL
    • F41H5/00—Armour; Armour plates
    • F41H5/22—Manhole covers, e.g. on tanks; Doors on armoured vehicles or structures

Definitions

  • the described embodiments relate generally to vehicles and more particularly, armored vehicles.
  • Embodiments of the present invention are directed to an armored cab assembly.
  • an armored cab assembly includes a hull including a first hull having a convex curvature and defining a first peripheral edge, a second hull having a convex curvature and defining a second peripheral edge, and a central tunnel having a concave curvature and extending between the first hull and the second hull.
  • the first hull includes a first interior edge coupled with the central tunnel and positioned below the first peripheral edge
  • the second hull includes a second interior edge coupled with the central tunnel and positioned below the second peripheral edge.
  • the armored cab assembly further includes a frame coupled to the hull; a door coupled to the frame and having a bottom portion, and the bottom portion of the door is positioned above and at least partially inward relative to an exterior of the first hull at the first peripheral edge.
  • the convex curvature of the first hull defines an inflection point between a bottom of the first hull and the first peripheral edge, and the first hull extends upwardly more than outwardly between the inflection point and the first peripheral edge, and the first hull limits forces imparted on the bottom portion of the door in the event of an explosion below the armored cab assembly.
  • the first hull defines a recess along a portion of the first peripheral edge, and the bottom portion of the door is seated within the recess while in a closed configuration.
  • the door includes a locking assembly including two or more securement features actuated by an input at a single link for selectively coupling the doors and the armored cab.
  • the armored cab assembly further includes a frame coupled to the hull, a door coupled to the frame and having a bottom portion, and the bottom portion is positioned adjacent the first peripheral edge and above the first interior edge.
  • the hull further includes an access housing positioned between the first hull and the second hull and coupled to the central tunnel, the access housing including an access aperture extending between a top surface and a bottom surface of the access housing, and an access cover removably connected to the bottom surface of the access housing and configured to be positioned over the access aperture.
  • the access cover is defined by at least two or more portions positionable to cover the access aperture, and the access cover is removably attachable from an interior of the armored cab assembly.
  • an armored cab assembly is disclosed.
  • the armored cab assembly includes a hull including a first hull having a convex curvature and defining a first peripheral edge, a second hull having a convex curvature and defining a second peripheral edge, and a first stiffening member coupled to the exterior of the first hull having a corresponding curvature to the convex curvature of the first hull.
  • the armored cab assembly further includes a frame coupled to the hull, a door coupled to the frame and having a bottom portion, and the bottom portion of the door is positioned above and at least partially inward relative to an exterior of the first hull at the first peripheral edge.
  • the convex curvature of the first hull defines an inflection point between a bottom of the first hull and the first peripheral edge, and the first hull extends upwardly more than outwardly between the inflection point and the first peripheral edge, and the first hull limits forces imparted on the bottom portion of the door in the event of an explosion below the armored cab assembly.
  • the first hull defines a recess along a portion of the first peripheral edge, and the bottom portion of the door is seated within the recess while in a closed configuration.
  • the door includes a locking assembly including two or more securement features actuated by an input at a single link for selectively coupling the doors and the armored cab.
  • the first stiffening member defines a plurality of apertures extending through the first stiffening member to the first hull.
  • the first stiffening member is attached to the first hull by welds around a periphery of the first stiffening member.
  • the hull further includes a second stiffening member coupled to the exterior of the second hull and having a convex curvature.
  • the hull further includes a central tunnel having a concave curvature
  • the first hull includes a first interior edge coupled with the central tunnel and positioned below the first peripheral edge
  • the second hull includes a second interior edge coupled with the central tunnel and positioned below the second peripheral edge.
  • the armored cab assembly further includes a frame coupled to the hull, a door coupled to the frame and having a bottom portion, and the bottom portion is positioned adjacent the first peripheral edge and above the first interior edge.
  • the hull further includes a central tunnel extending between the first hull and the second hull, an access housing positioned between the first hull and the second hull and coupled to the central tunnel, the access housing including an access aperture extending between a top surface and a bottom surface of the access housing, and an access cover removably connected to the bottom surface of the access housing and configured to be positioned over the access aperture.
  • the access cover is defined by at least two or more portions positionable to cover the access aperture, and the access cover is removably attachable from an interior of the armored cab assembly.
  • an armored cab assembly includes an armored cab defining an interior volume and a hull including a central tunnel including a crown curving inwardly relative to the interior volume along a transverse axis, and sidewalls extending downwardly from the crown.
  • the hull includes a first hull coupled to one of the sidewalls and curving outwardly relative to the interior volume along the transverse axis and defining a first peripheral edge, a second hull coupled to another of the sidewalls and curving outwardly relative to the interior volume along the transverse axis and defining a second peripheral edge, and an access housing coupled to the central tunnel and defining an access aperture extending between a top surface and a bottom surface of the access housing.
  • the hull further includes an access cover removably connected to the bottom surface of the access housing and configured to be positioned over the access aperture, and the access cover extends over a portion of the bottom surface of the access housing adjacent the access aperture.
  • the access cover is defined by at least two or more portions positionable to cover the access aperture, and the access cover is removably attachable from an interior of the armored cab assembly.
  • one of the first hull or the second hull defines an operator side of the armored cab assembly, and the access housing is positioned adjacent the other of the first hull or the second hull.
  • the armored cab assembly further includes one or more protective panels coupled to exteriors of the first hull and the second hull, and the one or more protective panels have a corresponding curvature to each of the first hull and the second hull.
  • the sidewalls have a greater height dimension than the first hull or the second hull.
  • the armored cab assembly further includes a door coupled to the armored cab and the first hull defines a midpoint of the curvature of the first hull, a bottom of the door is adjacent the first hull in a closed configuration and above the midpoint, and the first hull is configured to reduce or limit forces on the bottom in the event of an explosion beneath the armored cab assembly.
  • an armored cab assembly includes an armored cab, a hull including at least two convexly curved outer portions, and a door coupled to the armored cab and including a lock assembly.
  • the lock assembly includes a central link pivotally coupled to the door, a locking lever coupled to the central link by a first assembly, two or more catches coupled to the central link by a second assembly to selectively couple with the armored cab, and a lever movement of the locking lever moves the central link to actuate the two or more catches between a locked configuration and unlocked configuration.
  • the two or more catches are arranged in opposing orientations, and a first movement of the door relative to the armored cab without a second movement of the locking lever actuates at least one of the two catches further to a locked configuration.
  • the armored cab assembly further includes one or more stiffening members coupled to exteriors of the first hull and the second hull.
  • the armored cab assembly further includes a handle assembly to additionally and selectively connect the door to the armored cab, and the lever movement additionally actuates the handle assembly between a latched and unlatched configuration.
  • the lock assembly further includes a biasing feature and the biasing feature imparts tension to the lock assembly.
  • the biasing feature biases the lock assembly to the locked configuration or the unlocked configuration.
  • a stiffening member attached to an exterior of the hull.
  • a method of forming a hull assembly includes coupling a first hull and a second hull to and separated by a central tunnel, forming a stiffening member having a curvature corresponding to a shape of one of the first hull or the second hull, and coupling the stiffening member to an exterior surface of the one of the first hull or the second hull.
  • the central tunnel extends along a portion of an interior of the first hull and the second hull.
  • the method further comprises defining an opening in the central tunnel between an interior surface and an exterior surface, and positioning a panel at least partially over the opening at the exterior surface.
  • Fig. 1 illustrates a perspective view of an example armored cab assembly
  • Fig. 2 illustrates a left elevation view of the example armored cab assembly
  • Fig. 3 illustrates a bottom view of the example armored cab assembly
  • Fig. 4 illustrates a cross sectional view of a portion of the armored cab assembly as indicated by line 4-4 in Fig. 3;
  • Fig. 5A illustrates a top plan view of an example hull assembly of the example armored cab assembly
  • Fig. 5B illustrates an exploded view of the example hull assembly of Fig. 5A;
  • Fig. 6 illustrates a cross sectional view of the example armored cab assembly as indicated by line 6-6 in Fig. 3;
  • the curvature of the hull assembly is configured to disperse or deflect forces away from the doors.
  • forces on the door may be further reduced in the event of an explosion.
  • the locking assembly may resist movement of the door relative to the cab portion such that at least one of the securement features is biased further towards an engaged position when explosive forces are imparted on the door. Further, by transitioning the locking assembly between a locked or unlocked configuration, or the handle assembly, by a single link, a passenger may quickly open or secure the door to the cab portion.
  • the armored cab assembly 100 includes a cabin assembly 110 and a hull assembly 200, which may together define an interior or passenger volume 134.
  • the interior 134 may include one or more seats, storage compartments, or features to control or operate the vehicle.
  • the cabin 110 may be defined in part by a frame 112.
  • the frame 112 includes load bearing elements to support or connect with the various features of the armored cab assembly 110, such as armor, exterior panels, or the like.
  • the frame 112 may be formed of one or more plates, beams, or other features providing a structure or support to the cab assembly 100.
  • the frame 112 components may be connected together to define the cabin 110.
  • the frame 112 may provide armor to protect one or more passengers or occupants within the passenger volume 134.
  • the frame elements 112 may be connected by one or more welds. Welded connections may provide transitions between the frame elements having reduced stress concentrations or reduced risks of stress concentrations in the event of an explosion by integrating the components being coupled.
  • the frame 112 may include a top or roof 114.
  • the frame 112 may include a front portion 116, which may define openings for or receive a windshield.
  • the front portion 116 may extend downward from the roof 114 to the hull assembly 200 and define at least a portion of the front of the armored cab assembly 100.
  • the frame 112 may include a rear 122, extending between the roof 114 and the hull assembly 200.
  • the frame 112 may include one or more side panels 126 that define the left and right sides of the cab 110. The side panels 126 extend between the roof 114 and the hull assembly 200.
  • the hull assembly 200 may include a first, or right, hull or pontoon 202 or a second, or left, pontoon or hull 204 and a central tunnel 240.
  • the features of the hull assembly 200 are described with reference to a longitudinal axis 102, defined along a length of the armored cab assembly 100, and a lateral axis 104, defined along a width of the armored cab assembly 100 and transverse to the longitudinal axis 102.
  • features or configurations described herein of one of the right or left hull 202, 204 may be similar to or the same as corresponding features or configurations of the other of the right or left hull 202, 204 and reference to a right or left hull 202, 204 are for ease of description herein only. Accordingly, any particular feature described with respect to a hull 202 should be understood as being an option for the left hull 204 or right hull 202 and be configured in the same or similar- manner.
  • the convex curvature may have a varying or elliptical radius.
  • the hull 202 may define an inflection point 216 between the bottom 212 and periphery 214 of the hull 202.
  • the inflection point 216 may define a transition between different radius of curvature or orientations along the hull 202.
  • the hull 202 may extend more vertically or upwardly than outwardly between the inflection point 216 and the periphery 214.
  • the hull 202 may extend more laterally than vertically between the inflection point 216 and the lower apex 212. Accordingly, the hull 202 may have a greater radius of curvature between the inflection point 216 and the periphery 214 than between the inflection point 216 and the lower apex 212.
  • the hull assembly 200 includes the central tunnel 240.
  • the central tunnel 240 may have an exterior or bottom surface 242 and an upper or interior side 244.
  • the central tunnel 240 may have a concave or downward curvature relative about the longitudinal axis 102, or along the lateral axis 104.
  • the concave curvature of the central tunnel 240 may have a varying or consistent radius of curvature.
  • the central tunnel 240 may have an elliptical curvature or transition to define or include one or more linearly extending portions.
  • the crown 246 may have a forward edge or portion 258.
  • the forward edge 258 may be curved, angled, or extend across the width of the crown 246.
  • the forward edge 258 may define a rearward extending curvature at the front of the crown 246.
  • the curvature or angles of the forward edge 258 may extend rearward further along one side of the crown 246, such as the right or left side.
  • the central tunnel 240 and the right 202 and the left hull 204 may be connected together to define a portion of the hull assembly 240.
  • the periphery 214 of the right 202 or left hull 204 may be connected to the sidewalls 254 of the central tunnel 240 along at least a portion of the length of the hull assembly 240.
  • the interior edge 222 may be positioned adjacent or in contact with the lateral edges 256.
  • the interior edge 222 of the hulls 202, 204 may be positioned along the bottom surface 242 of the central tunnel 240.
  • the lateral edges 256 of the central tunnel 240 may be positioned along the interior surface 208 of the right or left hull 202, 204.
  • the periphery 214 of the hulls 202 may experience upward forces, or forces directed towards the lateral edges 256 of the hull connection 260.
  • the explosive forces may direct the hulls 202, 204 and the central tunnel 240 together, rather than apart.
  • the explosive forces may be distributed across portions of both of the central tunnel 240 and the hulls 202, 204 to reduce stress concentrations or limit deformation.
  • the convex curvature of the hulls 202, 204 disperses or directs explosive forces away from the connection 260 to further limit or reduce stress concentrations along the connection 260.
  • a central tunnel 240, or other component, exterior to the hulls 202, 204 may be a location of concentrated stress during an explosion as forces are directed to the feature or imparted as shear stresses.
  • the interior edge 222 of the hulls 202, 204 may be positioned below, or extend upward less than, the outer edge 220 to accommodate a longer or lower extending sidewall 254 of the central tunnel 240 while maintaining a concave and convexly curved hull assembly 200.
  • the longer or lower extending sidewall 254 may increase a total interior height or volume of the passenger compartment 134.
  • the larger passenger compartment 134 may provide increased space for occupants and/or an increased amount of deformation of the hull assembly 200 while protecting the occupants in comparison to a hull having shorter or more laterally oriented sidewalls.
  • the larger sidewalls 254 may further provide a greater surface area to disperse or absorb explosive forces.
  • the larger or longer sidewalls 254 may be formed extending linearly from the crown 246.
  • the linear sidewalls 254 may be less complicated or difficult to manufacture compared to a curved feature, such as the hulls 202, 204, having a similarly increased length or height while maintaining a convexly curved shape.
  • the stress concentrations or risks of separation between the hulls 202, 204 and the cabin 110, or frame 112 may be reduced during an explosion.
  • the periphery 214 of the hulls 202 may experience upward forces, or forces directed towards the frame elements 112 of the cabin connection 262, such as towards the lateral edges 256.
  • the explosive forces may direct the hulls 202, 204 and the cabin 110 together, rather than apart, and the forces may be distributed across both of the frame 112 of the cabin 110 and the hulls 202, 204.
  • the dispersed forces reduce stress concentrations or limit deformation of the hull assembly 200 or cab assembly 100. Further, in some examples, the convex curvature of the hulls 202, 204 may direct explosive forces away from the cabin connection 262 to further limit or reduce stress concentrations along the connection 262.
  • the hull assembly 200 may include one or more stiffening members 300 to increase the rigidity of the hull assembly 200. Covering or connecting the stiffening members 300 over or to the hulls 202, 204 may provide protection and rigidity to the hulls 202, 204 and the hull assembly 200 in the event of an explosion below the armored cab assembly 100.
  • the stiffening member 300 may protect the hulls 202, 204 from debris and/or resist deformation of the hull assembly 200.
  • the stiffening members 300 may be one or more plates, panels, ribs, a rigid mesh, or the like.
  • the stiffening members 300 may have an increased or similar’ durability or rigidity in comparison to the hulls 202, 204 or the central tunnel 240.
  • the stiffening members 300 may be configured to add rigidity and strength while reducing the amount of weight added and so may include a plurality of apertures or recesses 302, which reduce the overall weight of the stiffening members.
  • the apertures 302 may extend at least partially or entirely through a thickness of the stiffening members 300.
  • the apertures or recesses 302 may reduce a weight of the stiffening member 300 while maintaining the rigidity or durability of the structure.
  • the stiffening members 300 may have a shape and/or perimeter 304 corresponding to a shape of the hulls 202, 204, e.g., may be configured to wrap around the outer surface of a portion of the hull 202.
  • the stiffening members 300 may be generally rectangular.
  • the stiffening members 300 may have a similar or a corresponding convex curvature to the hulls 202, 204.
  • the stiffening members 300 may include longitudinal sides 306 and opposing ends 308.
  • the stiffening members 300 may be connected to the exterior or bottom 206 of the right hull 202 or the left hull 204.
  • the stiffening members 300 may be altematively or additionally connected to an interior 134 of the hull assembly 200.
  • the stiffening members 300 may be positioned with the perimeter 304 at or adjacent the periphery 214 of the hulls 202, 204.
  • the longitudinal sides 306 may extend along adjacent the interior 222 or outer edges 220.
  • Connecting the stiffening members 300 to the interior 134 may protect the stiffening members 300 from corrosion or exposure to external elements.
  • interior 134 stiffening members 300 may protection connections between the stiffening members 300 and the hull assembly 200 from external (e.g. explosive) forces.
  • stiffening members 300 By placing the stiffening members 300 on the exterior or bottom 206 of the hulls 202, 204, upward forces from an explosion may direct the stiffening member 300 against the hulls 202, 204. In such an example, both the stiffening member 300 and the hulls 202, 204 may absorb or disperse the explosive forces. Further, the stiffening member 300 and hulls 202, 204 may remain connected or attached as the stiffening member 300 is being directed against the hull 202, 204. Further, by placing the stiffening member 300 on the exterior 206, the cabin 110 may include additional protective features or have an increased volume is available in the passenger compartment 134 for use.
  • explosion deformation of a hull 202 can displace an alternative rigid member positioned at the interior of the cabin 110, limiting the effectiveness of the added protection or rigidity of the rigid member.
  • the hull 202 can deform around the member reducing effectiveness of the stiffening member in preventing deformation of the hull assembly or protecting occupants
  • the stiffening members 300 may be connected to the hulls 202, 204 by one or more fasteners.
  • the fasteners may be integrally formed (e.g. attached by welds 312), separate structures (e.g. bolts, screws, plates, retaining features 320), or both.
  • the welds 312 may be stainless steel or other types of welds. Stainless steel welds may provide corrosion resistance, strength, and durability at a wide range of temperatures.
  • the welds 312 may extend around at least a portion of the perimeter 304 of the stiffening member 300.
  • the stiffening members 300 may be welded to the hulls 202, 204 within the apertures 302.
  • retaining features 320 may be positioned within the apertures 302 and welded one or both of the hulls 202, 204 and the stiffening member 300.
  • the retaining features 320 may be blocks, ridges, or the like.
  • the retaining features 320 may limit or inhibit displacement of the stiffening members 300 relative to the hulls 202, 204, such as in the event of an explosion.
  • the hull assembly 200 may include one or more mechanical cover assemblies 400.
  • the mechanical cover assembly 400 may include an access housing 402.
  • the access housing 402 may have an upper surface 404 and an opposing lower surface 406.
  • the access housing 402 may define an aperture 408 extending between the upper 404 and lower surfaces 406.
  • the access housing 402 may define a rim 410 extending about the aperture 408.
  • the mechanical cover assembly 400 may include two or more access panels 420.
  • the access panels 420 may be removably connected to the access housing 402 to selectively close or cover the aperture 408.
  • the access panel 420 may be defined by a first portion or panel 422 and a second portion or panel 424.
  • the first portion 422 and the second portion 424 may have a corresponding shape to cover the aperture 408.
  • a third or bridge panel 426 may be included.
  • the bridge panel 426 may extend over or between the first 422 and second portion 424.
  • the bridge panel 426 may reinforce the connections or edges of the first 422 or second portions 424.
  • the mechanical cover assembly 400 may include one or more fasteners 428, such as bolts, screws, pins, or the like.
  • the fasteners 428 may selectively connect the access panels 420 to the rim 410 to cover the aperture 408.
  • the fasteners 428 are removable from the cover assembly 400 or at least one of the access panels 420.
  • the access panels 420 may be connected to the rim 410 along the lower surface 406 of the access housing 402. For example, a perimeter or periphery of the access panels 420 may overlap a portion of the bottom of the rim 410 about the aperture 408.
  • the fasteners 428 may be selectively removed or inserted from the interior 134 of the cabin 110.
  • the mechanical cover assembly 400 may extend from or be coupled to the central tunnel 240.
  • the mechanical cover assembly 400 may be connected or extend from the forward portion 258 of the central tunnel 240, as shown in Fig. 3.
  • the mechanical cover assembly 400 may be welded to or integrally formed with the central tunnel 240.
  • the mechanical cover assembly 400 may be positioned towards a driver or passenger side of the hull assembly 200 for access by a driver or passenger.
  • the mechanical cover assembly 400 provide selective access to components of the vehicle without leaving the passenger compartment 134.
  • the mechanical cover assembly 400 may provide access to an engine or motor, transmission, electronics unit, or the like.
  • the two or more access panels 420 may be removed or disconnected separately from the access housing 402.
  • an operator may remove the access panels 420 from or through the aperture 408 to have a clearer or open work spaces.
  • upward explosive forces may direct the access panels 420 against the access cover 402.
  • the rim 410 and access panels 420 together assist in dispersing the blast forces or reinforce the other against the blast forces.
  • one or more components of the armored cab assembly 100 may be made of metals or alloys. The components may be formed by hot forming or hot rolling the metals. Hot forming or hot rolling may reduce or eliminate internal stress concentrations in the metallic materials, resulting in a more resilient and durable material for use.
  • one or more portions of the hull assembly 200, such as the hulls 202, 204, the central tunnel 240, or the mechanical cover assembly 400 may be formed, at least in part, by a hot formed metal.
  • the armored cab assembly 110 may include one or more door assemblies 500 that enable access to and from the interior of the cab.
  • the door assembly 500 may be defined in part by the cabin 110, such as the frame 112.
  • the frame 112 may include a door frame 502.
  • the door frame 502 may extend about, or define in part, the door openings 130.
  • the door frame 502 may include or define a handle latch receiver 510.
  • the latch receiver 510 may be positioned at a rearward side of the door frame 502.
  • the door frame 502 may define an upper 520 or lower 522 securement recess along a rearward side of the door frame 502.
  • the door assemblies may include one or more doors 600 including a bottom portion 610 that defines a bottom edge 612 extending along the bottom of the door 600.
  • the exterior 602 of the bottom portion 610 may be curved or extend inwardly relative to the rest of the door 600.
  • the bottom edge 612 may be at or extend at least partially inward relative to the exterior 602 of the door 600 above the bottom portion 610.
  • the bottom edge 612 may transition to define one or more lower corners 614.
  • the bottom edge 612 may transition upward at a forward or rearward portion of the door 600 at the lower corners 614.
  • the lower comers 614 may be rounded or defined by one or more angled transitions.
  • the door frame 502 may receive or define connections to connect with a door assembly 500.
  • a hinge 616 may rotatably connect the door 600 to the door frame 502.
  • the hinge 616 may be positioned at a forward side of the door frame 502 and connect to the frame 502 and the door 600.
  • the doors 600 of the door assembly 500 may be positioned at least partially in the depression or recess of the door opening 130.
  • the entire door 600 or a portion of the door 600, such as the bottom portion 610 may be partially recessed inward from the exterior 136 of the armored cabin assembly 100.
  • the door 600 may extend to at or adjacent the hull assembly 200.
  • the doors 600 may extend downward to at or adjacent the periphery 214 of the right 202 or left hull 204.
  • the bottom edge 612 of the door 600 may be positioned at the outer edge 220 of the hulls 202, 204.
  • the curvature of the bottom portion 610 may direct the bottom edge 612 to above and at least partially inward of the outer edge 220 of the hulls 202, 204.
  • the bottom portion 610 of the door 600 may be positioned in the indents or recesses 224 defined by the outer edges 220.
  • the lower comer 614 curvature may provide clearance for the door 600 to rotate out of the door opening 130 recess or the hull indent 224.
  • the length of the sidewall 254 may increase the interior volume 134, such as by a taller interior height.
  • the length of the sidewall 254 may also provide space to position the door 600 above the outer edge 220 of the hulls 202, 204.
  • the position of the bottom portion 610 of the door 600 above or inward relative to the outer edge 220 of the hull 202, 204 may assist in reducing forces imparted on or damage to the door 600.
  • the curvature of the hulls 202, 204 disperses or directs the impact forces, such as a shock wave, outward or away from the doors 600.
  • the portion of the hull 202, 204 between the bottom 212 and the inflection point 216 may direct explosive forces outward or away from the bottom portion 610 of the door 600.
  • the door assembly 500 may include components to selectively secure a door 600 to or release a door 600 from the cabin 110 to selectively secure the door 600 in a closed configuration to the cabin 110.
  • the door assembly 500 may include two or more of such assemblies. Some assemblies may be lockable and/or resist releasing the door 600. [0107]
  • the door assembly 500 may include a locking assembly 620 to selectively secure the door 600 to the frame 502 or cabin 110 in a closed configuration.
  • the locking assembly 620 may include two or more securement features 680, 694 to selectively lock the door assembly 500 to the frame 502.
  • the door assembly 500 may additionally include a latch or handle assembly 800 to releasably connect the door 600 to the frame 502. In these examples, the door may be secured by two or more assemblies, with one latch or locking assembly configured to be actuated from only the interior of the vehicle to limit access from the exterior.
  • the locking assembly 620 includes connected linkages that, when a single linkage is actuated, the other linkages may actuate between a locked and unlocked configuration or position. Further, the actuation of the single link of the locking assembly 620 may selectively actuate the handle assembly 800. For example, one or more links of the locking assembly 620 may be connected to or arranged to contact one or more components of the handle assembly 800.
  • the locking assembly 620 may be at least partially covered by or positioned within a locking housing 618 on an interior side 604 of the door 600.
  • the locking assembly 620 may be connected to a door panel 606 or another structure or portion of the door 600.
  • the locking assembly 620 may include a lever linkage assembly 622 and a central linkage assembly 640 pivotally connected together.
  • the central linkage assembly 640 may be pivotally connected to the door 600 and to a lower or first securement assembly 672 and a second or upper securement assembly 688.
  • the securement assemblies 672, 688 may include lower or upper securement features 680, 694, respectively.
  • the securement features 694, 680 may be selectively positioned in the upper 520 or lower 522 securement recesses, respectively, to lock the door 600 to the cabin 110.
  • the securement features 680, 694 may be positioned in opposing orientations such that at least one of the securement features 680, 694 is biased further towards an engaged position of the locked configuration relative to an initial locked configuration, such as when explosive forces are imparted on the door 600.
  • the securement features 680, 694 may rotate or translate between a locked configuration and an unlocked configuration.
  • the direction of rotational or translational movement between the locked and unlocked configuration of one of the sccurcmcnt features 680, 694 may be in opposition with the other of the sccurcmcnt features 680, 694.
  • the handle assembly 800 may include an exterior handle 802, shown for example in Fig. 7B, and linkages positioned on an interior 604 of the door 600 and including a latch link 834.
  • the latch link 834 may be received by or connect with the handle latch receiver 510.
  • the latch receiver 510 may be a component of the door assembly 500 connected to the door frame 502 and defining a catch, lock, or pin to selectively receive the latch link 834 or other portion of the door 600 in a closed configuration.
  • at least one link of the handle assembly 800 may share a pivotal connection with, or come into contact with, the locking assembly 620.
  • a portion of the handle assembly 800 may be pivotally connected or associated with the central linkage assembly 640.
  • a single link may be actuated to move one or more of the linkage assemblies of the locking assembly 620 and handle assembly 800.
  • the central link 642 is a quaternary link, or connected to at least four other links or structures.
  • the central link 642 may be pivotally connected to a fixed location and rotatably connected with or operatively contact each of the lever linkage 622, the lower and upper securement assemblies 672, 688, and handle assembly 800.
  • the lever linkage 622 may be freely rotatably or have at least one degree of freedom to impart a rotation 714 of the central link 642.As a result, a lever 624 of the lever linkage 622, or the central link 642 of the central link assembly 640, may cause a translation and/or rotation of each of the other linkages when actuated.
  • the movement of the locking assembly 620 may actuate the handle assembly 800.
  • the handle assembly 800 may be simultaneously actuated, or actuated over a preceding or subsequent range of motion by the actuated link. Accordingly, the locking assembly 620 may provide quick locking or unlocking with a single motion to unlock and/or unlatch the door 600. [0112] Turning to Fig.
  • FIG. 7A - 7E views of the locking assembly 620 or handle assembly 800 in a locked or latched configuration are depicted in Figs. 7A and 7B.
  • Figs 7C-7E depict example unlocked or unlatched configurations of the locking assembly 620 or handle assembly 800.
  • various features such as the door panel 606 or other attachment points for the various linkages are omitted from the drawings to illustrate the positions and configurations of the various linkages and pivotal connections.
  • the various links and components of the locking assembly 620 or handle assembly 800 may be defined having various geometries or orientations in addition to, or alternative to, configurations shown or described, as may be understood by one of ordinary skill in the art.
  • the geometries may include one or more bends, raised portions, recessed portions, edge profiles, or the like.
  • the geometries of the linkages may be defined to limit or prevent undesired contact between the linkages, enable a full range of motion of the linkages, such as about a rotational center, or the like.
  • the links move about one or more instantaneous velocity centers (“IVC”).
  • IVC instantaneous velocity centers
  • the instantaneous velocity centers may be physical or actual, such as a fixed pivot or joint, or virtual, such as moving about a coordinate not represented by a physical object.
  • Figs 7A and 7B show the lever assembly 622 in an initial or locked configuration.
  • the lever assembly 622 may include a graspable feature, such as a lever 624.
  • the lever assembly 622 may include a first link 628.
  • the first link 628 may be a binary link, or a link connected to two other structures. Alternately, in some embodiments, the first link 628 may be a ternary or higher order link with connections to three or more other structures.
  • the lever 624 may be connected to a lever pivot 626.
  • the lever pivot 626 defines an IVC and is rotatable relative to and fixed to a portion of the door 600.
  • the first link 628 may be operatively connected to the lever pivot 626 at one end.
  • the first link 628 may define a link pivot 630 at an opposing end or portion spaced from the lever pivot 626.
  • the second link 632 may be rotatably connected to the first link 628 at the link pivot 630. At an opposing end or spaced portion from the link pivot 630, the second link 632 may be pivotally connected with the central linkage assembly 640.
  • Figs 7A and 7B show the central linkage assembly 640 in an initial or locked configuration.
  • the central linkage assembly 640 includes a central link 642.
  • the central link 642 may include one or more pivot features such as apertures, bearings, bushings, or the like to define or pivotally connect with various links of the linkage assembly 620.
  • the central link 642 may be rotatably connected to the door 600 by a main pivot 644.
  • the central link 642 may be rotatable about the main pivot 644, such as in direction 714 such as when the locking assembly 620 is transitioning from an initial or locked configuration to an unlocked configuration.
  • the central link 642 may be rotatable about the main pivot 644 in a direction opposite the direction 714, such as when the locking assembly 620 is transitioning from an unlocked configuration to a locked configuration.
  • the central link 642 may include an upper or top portion 646, which may be above the main pivot 644 when the central link 642 is oriented in the locked configuration.
  • the upper portion 646 may define a biasing guide 648.
  • the biasing guide 648 may be an aperture or recess, an edge, cam surface, or a connected or raised feature. In one example, the biasing guide 648 is defined by a peripheral edge of the central link 642.
  • the biasing guide 648 may be a pathway or structure for a feature to follow between the unlocked configuration and locked configuration of the central link 642. For example, the biasing guide 648 may constrain the movement or direction of another feature relative to the movement of the central link 642.
  • the biasing guide 648 may define a lock recess 650, shown in 7C and 7D, and a unlock recess 652, shown in Fig. 7B and 7E, in a spaced configuration.
  • the central link 642 may define a check flange or protrusion 654 configured to contact a feature of the door 600.
  • the check flange 654 may extend from or be defined by the upper portion 646.
  • the check flange 654 may be shaped to contact a feature of the door 600, such as having a rounded or flat surface.
  • the door 600 may define a limiting feature 656 such as a compressible stopper, spring, or the like is positioned within the path of the check flange 654 to limit a range of motion of the central link 642.
  • the central link 642 may include a lower portion 658, or portion spaced from the upper portion 646 across the main pivot 644.
  • the central link assembly 640 may include a hammer or directing feature 660.
  • the hammer 600 may be connected to or extend from the central link 642, such as at the lower portion 658.
  • the hammer 600 may be a raised structure having a surface shaped for contact with a portion of the handle assembly 800, such as a link.
  • the hammer 600 is a rigid material.
  • the hammer 600 may be radially spaced from the main pivot 644.
  • the hammer 600 may be oriented to extend orthogonally or transverse relative to the direction of rotation 714 of the central link 642.
  • the locking assembly 620 may include a biasing arm 664.
  • the biasing arm 664 may be pivotally connected to a portion of the door 600 by a pivot 666.
  • the biasing arm 664 may be connected to the pivot 666 (e.g., as shown on Fig. 7B) at a central location of the biasing arm 664.
  • the biasing feature 664 may be an arm or link including a bend such that opposite ends may extend in differing directions. For example, the opposite ends may extend in the differing direction relative to the pivot 666.
  • a follower 668 may be rotatably connected to a first end of the biasing arm 664.
  • the follower 668 may be a ball, roller, bearing, pin, one of a tongue or groove, or the like.
  • a biasing element 670 such as a spring, may be connected to other or opposite end of the biasing arm 664.
  • the biasing element 670 may be connected to a portion of the door 600 such that the biasing element 670 limits or resists rotation of the biasing arm 664 in at least one direction about the pivot 666, such as the opposite the rotational direction 714 of the central link 642.
  • the biasing element 670 may bias the central link 642 into a contact with the limiting feature 656.
  • the stopper feature 656, and/or the biasing element 670 and biasing arm 664 may maintain tension in the central link assembly 642.
  • the locking assembly 620 may include a first securement assembly 672 and a second securement assembly 688.
  • the first securement assembly 672 may be a lower securement assembly 672.
  • the first securement assembly 672 may include a lower link 674.
  • the first securement assembly 672 may include a lower or first securement feature 680.
  • the securement feature 680 may be a hook, latch, tang, or the like.
  • the securement feature 680 may include define a catch or engagement surface 686.
  • the lower link 674 may be pivotally connected with the central linkage assembly 640.
  • the lower link 674 may be pivotally connected with the first securement feature 680.
  • the lower link 674 and the first securement feature 680 may be connected at the link pivot 682.
  • the link pivot 682 may be defined by a portion of the securement feature 680.
  • the securement feature 680 may be pivotally connected to a portion of the door 600.
  • a securing pivot 684 may rotatably connect the first securement feature 680 to the door 600.
  • the link pivot 682 may be radially spaced from the securing pivot 684. As a result, the link pivot 682 may rotate about the securing pivot 684.
  • the catch 686 may be selectively connected to the door frame 502.
  • the catch 686, or the securement feature 680 may be oriented upward in the locked configuration of the securement assembly 672.
  • the catch 686 may rotate 718, such as counter-clockwise, such that the catch is spaced from the door frame 502.
  • the second securement assembly may be an upper securement assembly 688.
  • the second securement assembly 688 may include an upper link 690.
  • the second securement assembly 688 may include an upper or second securement feature 694.
  • the second securement feature 694 may be a hook, latch, tang, or the like.
  • the second securement feature 694 may include define a catch or engagement surface 700.
  • the second securement feature 694 may be the same as or si milar to the first securement feature 680.
  • the upper link 690 may be pivotally connected with the central linkage assembly 640.
  • the upper link 690 may be pivotally connected with the second securement feature 694.
  • the upper link 690 and the first securement feature 680 may be connected at the link pivot 696.
  • the link pivot 696 may be defined by a portion of the securement feature 694.
  • the securement feature 694 may be pivotally connected to a portion of the door 600.
  • a securing pivot 698 may rotatably connect the second securement feature 694 to the door 600.
  • the link pivot 696 may be radially spaced from the securing pivot 698. As a result, the link pivot 696 may rotate about the securing pivot 698 in direction 722.
  • the lower securement feature 694 may be selectively connected with the door frame 502.
  • the catch 700 may be oriented downward in the locked configuration or otherwise opposing the orientation of the catch 686 of the lower securement feature 680.
  • the catch 700 may be transitioned about the link pivot 694, such as in a clockwise rotation 722 to a spaced configuration from the frame 502 in an unlocked configuration.
  • an explosive force at the door 600 may be in opposition to the unlocking direction or connections of at least one of the securement features 680, 694.
  • the lever assembly 622 may be operatively connected with the central linkage assembly 640.
  • the second link 632 may be pivotally connected with the central link 642 at lever pivot 662.
  • the second link 632 may connect to the central link 642, or the lever pivot 662 may be positioned, at the lower portion 658 of the central link 642.
  • the lever pivot 662 may be radially spaced from the main pivot 644 and may rotate about the main pivot 644.
  • the upper securement assembly 688 and the lower securement assembly 672 may be pivotally connected with the central link assembly 640.
  • the upper link 690 or the lower link 674 may be pivotally connected with the central link 642.
  • the lower link 674 may be pivotally connected with the central link 642 at a lower link pivot 676.
  • the lower link 674 may be connected to the central link 642, or the lower link pivot 676 may be defined, at the lower portion 658.
  • the lower link pivot 676 may be radially spaced from the main pivot 644 and rotate about the main pivot 644.
  • the lower link pivot 676 may be spaced from or adjacent the lever pivot 662.
  • the upper link 688 may be pivotally connected with the central link 642 at an upper link pivot 692.
  • the upper link 688 may be connected to the central link 642, or the upper link pivot 692 may be defined, at the upper portion 646 of the central link 642.
  • the upper link pivot 692 may be radially spaced from the main pivot 644 and rotate about the main pivot 644.
  • the lower link pivot 676 may be positioned across the central link 642 relative to the main pivot 644, or at alternatively spaced portions of the central link 642, from the upper link pivot 692.
  • the upper securement feature 694 and the lower securement feature 680 may be coupled with a portion of the frame 112, such as the door frame 502.
  • the upper securement feature 694 may be positioned in the upper or top opening or recess 520.
  • the lower securement feature 680 may be positioned in the lower opening or recess 522.
  • the securement features 680, 694, such as at the catches 686, 700, may be in contact with a corresponding feature of the frame 502 at the openings 520, 522, such as a bar, edge about the openings, or the like.
  • the opposing orientations of the securement features 680, 694 may resist transitioning to the unlocking configuration in the event of an explosion.
  • the opposing orientation may result in at least one of the catches 686, 700 biasing further towards the locked configuration in response to a force imparted at the door 600, such as upward or downward.
  • a force imparted at the door 600 such as upward or downward.
  • an explosive force, or other forces, on the door 600 may be resisted by engagement of at least one of the catches 686, 700 with the frame 502, thereby resisting, or preventing, removal of the door and injuries to occupants.
  • the biasing ami 664 may be positioned adjacent and in contact with the central link 642.
  • the follower 668 may be connected with or in contact with the biasing guide 648.
  • the follower 668 may be a roller shaped to nest or retain contact with a biasing guide 648 defined by an edge of the central link 642.
  • the follower 668 In the locked configuration the follower 668 may be positioned at or directed towards the lock recess 650.
  • the follower 668 may be positioned in the unlock recess 652.
  • the door assembly 600 may include the handle assembly 800.
  • the handle assembly 800 may define an exterior assembly to selectively close or open the door 600, e.g., from outside the door 600 or cabin 110.
  • Fig. 7D depicts the handle assembly 800 transitioning or transitioned to an unlocked configuration.
  • the handle assembly 800 may include an exterior handle 802 graspable by a passenger at an exterior 602 of the door 600.
  • the exterior handle 802 may be positioned adjacent the lock assembly 800 at an exterior 602 of the door 600.
  • the handle assembly 800 may include a handle pivot 804 extending through the door 600.
  • the handle 802 may be connected to the door 600 by the pivot 804 at an exterior 602.
  • the handle assembly 800 may include a handle link 808 connected to the pivot 804 at an interior 604 of the door 600.
  • the handle link 808 may be a ternary link, or connected to at least three other features.
  • the handle assembly 800 may include a handle biasing element 814, such as a spring, elastic, or the like.
  • the handle assembly 800 may include a connecting link 820.
  • the handle assembly 800 may include a pivoting link or combination link 824.
  • the pivoting link 824 may be a ternary link, and connected to three or more features.
  • the pivoting link 824 may include opposing first 826 and second portions 828 defining an angled or bent orientation of the pivoting link 824, as exemplified in Fig. 7D.
  • the handle assembly 800 may include a second biasing element 836.
  • the handle assembly may include a latching link 834.
  • the handle link 808 may be connected to or positioned on the handle pivot 804 at a central portion of the handle link 808.
  • the handle link 808 may be fixed to or rotate with a rotation of the pivot 804.
  • the handle link 808 may be connected with the handle biasing element 814 at one end.
  • the biasing element 814 may be connected to a portion of the door 600.
  • the handle link 808 and the connecting link 820 may be rotatably connected at a pivot 822.
  • the connecting link 820 may be rotatably connected with the pivoting link 824.
  • the pivoting link 824 and the connecting link may be rotatably connected at the first portion 826 by a connecting pivot 830.
  • the pivoting link 824 may be pivotally connected with the main pivot 644 at a central location or between the first portion 826 and second portion 828.
  • the pivoting link 824 may rotate freely relative to the main pivot 644.
  • the latch link 834 may be pivotally connected with the pivoting link 824 at a latch pivot 832 at the second portion 828 of the pivoting link 824.
  • the secondary biasing element 836 may be connected to the pivoting link 824 adjacent the latch pivot 832.
  • the biasing element 836 may connect with the door 600 at an opposing end.
  • the door frame 502 includes a door latch receiver 510, as shown for example in Fig. 7D.
  • the door latch receiver assembly 510 may be define a recess or a corresponding engagement feature to couple with the latch link 834.
  • the latch receiver 510 may retain or support the latch link 824 to retain the door 600 in a closed configuration.
  • the latch receiver 510 includes a support portion 518.
  • the support portion 518 may support at least a portion of the weight of the door 600 while in a closed configuration. By supporting a portion of the weight of the door, the support portion 518 reduces stress on the locking assembly 620 or the handle assembly 800.
  • the support portion 518 may be a biasing member, such as spring or pressurized fluid vessel, or an actuating feature.
  • the locking assembly 620 may be actuated between a locked configuration, such as that shown in Figs. 7A and 7B, and an unlocked configuration, such as that shown in Figs. 7C-7E.
  • the handle assembly 800 described herein, may be moved between a locked an unlocked configuration simultaneously, in addition to, or separately from the locking assembly 620.
  • the locking assembly 620 may be actuated by the movement of a single link.
  • the single link may be the lever link 624 or the center link 642.
  • a movement of the lever link 624 over a distance, or a rotation of the central link 642 may manipulate the locking assembly 620 between the configurations.
  • An input from a passenger may be received at the lever link 624 to lock or unlock the locking assembly 620.
  • the lever link 624 may be moved about the pivot 626 in a direction 710, e.g., as shown for example in Fig. 7C.
  • the lever 624 may rotate 710 upward about the pivot 626.
  • the first link 628 may be connected to the pivot 626 or the lever 624 such that the first link similarly rotates in direction 710 about the pivot 626 with the lever 624.
  • the second link 632 may be directed in direction 712.
  • the direction 712 may be both or either translation or rotational downward relative to the pivot 626 and/or forward.
  • the second link 632 may move opposite 710 while locking the assembly 620.
  • a length or orientation of the first link 628 may be selected (e.g. include a link 628 having a different length) such that the range of rotation of the lever 624 may be adjusted to result in an actuation between the locked and unlocked configuration.
  • the lever 624 may actuate between 60 and 120 degrees relative to an initial or locked position and an unlocked position.
  • the lever 624 may rotate 710 a first range or distance to change a configuration of the lock assembly 620, and a second distance before or after the first range to change a configuration of the handle assembly 800 as described herein.
  • the central linkage assembly 640 may be rotated in a direction 714 about the main pivot 644 responsive to the movement of the lever assembly 622.
  • the forward or downward movement of the second link 632 may rotate the central link in a direction 714 about the main pivot 644.
  • the flange 654 may move away from or off of the stopper feature 656.
  • the biasing ami 664 may move along the biasing guide 648.
  • the follower 668 may move from the lock recess 650 to at least the unlocked recess 658 in the unlocked configuration.
  • the biasing arm 664 by the biasing element 670, may bias the central link 642 in an opposing direction to the rotation 714 about the main pivot 644 while following the biasing guide 648.
  • the biasing arm 664 or biasing element 670 may bias the central link 642 to remain in the unlocked configuration.
  • the biasing element 670 or biasing arm 664 may maintain tension in the central link assembly 642. By maintaining tension, slack or float may be eliminated or reduced in the lock assembly 620, thereby reducing vibrations, or resulting in smooth or responsive movement of the linkages.
  • the linkage assembly 620 such as the lever 624, may be rotated beyond a range of motion to unlock the locking assembly 620.
  • the follower 668 may continue along the biasing guide 648 along a portion of the flange 658.
  • the shape of the flange 658 or the biasing arm 664 may be shaped such that the biasing element 670 has a biasing force to resist over-rotation of the central link 642.
  • the biasing arm 664 may rotate about the pivot 666 to lengthen a spring biasing element 670.
  • the rotation 714 of the central link 642 may actuate the lower or upper securement assemblies 672, 688 to the unlocked configuration.
  • the lower link 674 may be directed at least upward in part in the direction 716.
  • the upward movement 716 of the lower link 674 rotates the lower securement feature 680 in direction 718 to an unlocked configuration.
  • the lower link 674 may pivot or translate the pivot 682.
  • the pivot 682 may be radially spaced from the fixed pivot 684 resulting in the securement feature 680 rotating in direction 718 to separate the securement feature 680 from the frame 502.
  • the upper securement assembly 688 may similarly be moved by the rotation 714 of the central link 642.
  • the upper link 690 may be directed at least partially downward 720.
  • the downward movement 720 of the upper link 690 rotates the upper securement feature 694 in direction 722 about the pivot 698.
  • the pivot 696 may be defined radially spaced from the pivot 698 such that the pivot of the upper link 690 at the pivot 696 separates the securement feature 694 from the frame 502.
  • the spaced arrangement of the lower link 675 and the upper link 690 about the main pivot 644 may result in the links 675, 690 moving in generally opposing directions by rotation of the central link 642.
  • the linkage assembly 620 may resist unlocking of the securement features 680, 694 during an explosion or by other interference.
  • the each of the linkages of the locking assembly 620 may be constrained by the other of the linkages, such that every link of the linkage assembly 620 must move to actuate the securement features.
  • passengers may be protected from external forces, such as explosive forces, or protected from unauthorized or undesired access attempt to the cabin 110.
  • the movement of the single link, such as the lever 624 to actuate the lock assembly 620 may provide quick and smooth transitions between the locked and unlocked configurations.
  • pulling or actuating a single link e.g. the central link 642 or the lever 624
  • the smooth transitions may prevent or limit jamming of the lock assembly 620, as well as providing a responsive feel when locking or unlocking.
  • the handle assembly 800 may be actuated separate from or in combination with the locking assembly 620.
  • the lever 624 or another link of the locking assembly 620 may provide actuation of both the locking assembly 620 and the handle assembly 800 from within the passenger compartment 134.
  • the handle 802 may provide actuation of the handle
  • the locking assembly 620 may be actuated only from an interior 134 of the armored cabin assembly 100.
  • the handle 802 may be rotated about the pivot 804.
  • the handle link 808 may rotate in conjunction with the pivot 804, such as in direction 844, to move the connecting link 820 generally upwards or about the pivot 804.
  • the movement 842 of the connecting link 820 may rotate the pivoting link 824 in direction 714 about the main pivot 644, which may be similar to the rotation 714 of the central link 642 about the main pivot 644.
  • the movement 714 of the pivoting link 824 may release, or trigger a release, of the catch link 834 from the latch receiver 510.
  • the biasing element 814 may resist the rotation 844 of the handle 802 or the handle link 808.
  • the biasing element 814 connected to the handle link 808 opposite the connecting link 820 from the handle pivot 804 may impart a biasing force on the handle assembly 800.
  • the biasing force may provide tension to reduce float or bias the handle 802 to an initial position after rotation 844.
  • the biasing element 836 may similarly resist rotation of the pivoting link 824 or assist in returning the latch link 824 to an initial configuration.
  • the lever link 824 may be similarly actuated in direction 710 to rotate the central link 642 about the main pivot 644.
  • the central link 642 rotates 714
  • the lower portion 658 may rotate toward the pivoting link 824, as shown by Fig. 7D.
  • the first portion 826 of the pivoting link 824 may be bent, curved, or otherwise positioned to be located at a similar depth, but not in contact with the central link 642.
  • the rotation 710 of the central link 642 may position the hammer 660 in contact with the pivoting link 824.
  • the hammer 660 may contact the first portion 826 of the pivoting link 824.
  • the hammer 660 may provide an input to guide the handle assembly 800 to the unlocked or opened configuration.
  • the hammer 660 contacts the pivoting link 824 during the unlocking of the lock assembly to simultaneously unlock the handle assembly 800.
  • the lever 624 or locking assembly 620 may move a first portion of the rotation 710 to first unlock the locking assembly 620 and then unlock the handle assembly 800.
  • a single lever 624 or link and a single direction of motion may selectively and separately lock or unlock the lock assembly 620 or the handle assembly 800.
  • the various orientations and movements of the parts may be mirrored, inverted, or otherwise altered as may be appreciated by one skilled in the art.
  • a left door assembly or a right door assembly 500 may include the same or similar' features in a mirrored orientation.
  • the motions or orientations of the various linkages may be inverted, reversed, or the like.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

Un ensemble cabine blindée comprend une coque comprenant une première coque ayant une courbure convexe et définissant un premier bord périphérique, une seconde coque ayant une courbure convexe et définissant un second bord périphérique, et un tunnel central ayant une courbure concave et s'étendant entre la première coque et la seconde coque. La première coque comprend un premier bord intérieur couplé au tunnel central et positionné au-dessous du premier bord périphérique, et la seconde coque comprend un second bord intérieur couplé au tunnel central et positionné au-dessous du second bord périphérique.
PCT/US2025/033391 2024-06-14 2025-06-12 Châssis de roulement pour véhicules blindés Pending WO2025259902A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US202463659965P 2024-06-14 2024-06-14
US63/659,965 2024-06-14

Publications (1)

Publication Number Publication Date
WO2025259902A1 true WO2025259902A1 (fr) 2025-12-18

Family

ID=98051488

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US2025/033391 Pending WO2025259902A1 (fr) 2024-06-14 2025-06-12 Châssis de roulement pour véhicules blindés

Country Status (1)

Country Link
WO (1) WO2025259902A1 (fr)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20080314236A1 (en) * 2007-06-22 2008-12-25 Dew Engineering And Development Limited Door seal assembly for armored vehicles
US9829282B1 (en) * 2011-09-27 2017-11-28 Oshkosh Defense, Llc Energy dissipation system for an armored vehicle having shear fingers and crushable sections
US20180017361A1 (en) * 2011-11-22 2018-01-18 BAE Systems Tactical Vehicle Systems, LP Armored cab for light tactical vehicles
US20210231411A1 (en) * 2020-01-29 2021-07-29 Am General Llc Armored cab for blast protection
WO2021236043A1 (fr) * 2020-05-22 2021-11-25 Secant Teknoloji Gelistirme San. Ve Tic. A. S. Mécanisme de verrouillage anti-souffle pour véhicules blindés
US20230150581A1 (en) * 2021-11-16 2023-05-18 Textron Systems Corporation Techniques involving a modular vehicle belly armor kit

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20080314236A1 (en) * 2007-06-22 2008-12-25 Dew Engineering And Development Limited Door seal assembly for armored vehicles
US9829282B1 (en) * 2011-09-27 2017-11-28 Oshkosh Defense, Llc Energy dissipation system for an armored vehicle having shear fingers and crushable sections
US20180017361A1 (en) * 2011-11-22 2018-01-18 BAE Systems Tactical Vehicle Systems, LP Armored cab for light tactical vehicles
US20210231411A1 (en) * 2020-01-29 2021-07-29 Am General Llc Armored cab for blast protection
WO2021236043A1 (fr) * 2020-05-22 2021-11-25 Secant Teknoloji Gelistirme San. Ve Tic. A. S. Mécanisme de verrouillage anti-souffle pour véhicules blindés
US20230150581A1 (en) * 2021-11-16 2023-05-18 Textron Systems Corporation Techniques involving a modular vehicle belly armor kit

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