GB1566867A - Creación de Inventos y Patentes con Inteligencia Artificial

GB1566867A – Air-cushion vehicle structure
– Google Patents

GB1566867A – Air-cushion vehicle structure
– Google Patents
Air-cushion vehicle structure

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Publication number
GB1566867A

GB1566867A
GB4799776A
GB4799776A
GB1566867A
GB 1566867 A
GB1566867 A
GB 1566867A
GB 4799776 A
GB4799776 A
GB 4799776A
GB 4799776 A
GB4799776 A
GB 4799776A
GB 1566867 A
GB1566867 A
GB 1566867A
Authority
GB
United Kingdom
Prior art keywords
tube
flange
support
web
welded
Prior art date
1976-04-15
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.)

Expired

Application number
GB4799776A
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.)

Forces Armees Francaises

Original Assignee
Forces Armees Francaises
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.)
1976-04-15
Filing date
1976-11-17
Publication date
1980-05-08

1976-11-17
Application filed by Forces Armees Francaises
filed
Critical
Forces Armees Francaises

1980-05-08
Publication of GB1566867A
publication
Critical
patent/GB1566867A/en

Status
Expired
legal-status
Critical
Current

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Classifications

B—PERFORMING OPERATIONS; TRANSPORTING

B60—VEHICLES IN GENERAL

B60V—AIR-CUSHION VEHICLES

B60V1/00—Air-cushion

B60V1/18—Body structure

Description

(54) AN AIR-CUSHION VEHICLE STRUCTURE
(71) We, ETAT FRANCAIS represented by LE DELEGUE MINISTERIEL
POUR L’ARMEMENT, of 14 rue Saint
Dominique, 75997 Paris Armees, France, do hereby declare the invention, for which we pray that a patent may be granted to us, and ‘the method by which it is to be performed, to be particularly described in and by the following statement:
This invention relates to an air-cushion vehicle structure.
According to the invention there is provided an air-cushion vehicle structure comprising; a platform formed by a rectangular meshed grid comprising a plurality of stringers intersecting a plurality of cross-pieces, the stringers and the cross-pieces each being constituted by an upper, flanged beam and a lower, flanged beam which are interconnected by perpendicularly extending tubes, and by obliquely extending tubes, which are welded to the flanges of the beams so as to form trussed stringers and cross-pieces; and a longitudinal caisson secured to the platform and formed by a plurality of transversely extending rectangular frames interconnected by longitudinally extending metal sheets, a lower limb of each rectangular frame being constituted by a portion of a respective one of said cross-pieces, and the lower edges of longitudinal side walls of the caisson being integrated with the upper parts of two of said stringers;
in which the end of each tube is welded to a respective region on one side of a flange, and a respective support arrangement of four support points is provided on the opposite side of each flange to correspond with each of said regions so as to provide rigidity for the platform;;
and in which each of said support arrangements of four support points is formed by means of the intersection of two webs of the beams or by means of a web of a beam and two support plates welded one on either side of said web.
Other characteristics of the present invention will become apparent more clearly on reading the description of an embodiment of the invention which follows, said description relating to the attached drawings, of which:
Figure 1 is a perspective schematic view, partially stripped, of an air-cushion vehicle comprising a structure according to the invention,
Figure 2 is a cross-sectional schematic view of a known structure,
Figure 3 is a cross-sectional schematic view of another known structure,
Figure 4 is a cross-sectional schematic view of a structure according to the invention,
Figure 5 shows a schematic elevation of a trussed stringer,
Figure 6 shows a schematic elevation of a ladder-shaped stringer.
Figure 7 shows the master-section of a structure according to the invention
Figure 8 is a perspective view of joint a shown in Figure 7, and
Figure 9 is a sectional view of the bonding between tubes and one joist.
The air-cushion vehicle of Figure 1 comprises a platform 1 associated with a longitudinal caisson 2. The generally rectangularly shaped platform 1 is constituted by a rectangular meshed grid containing cross-pieces 3 and stringers such as 4 and 5, stringers 4 being reinforced by trusses while stringers 5 are not reinforced and have a ladder structure. Crosspieces 3 are all reinforced by trussing. On each side of the platform 1, past the stringers 4, buoyancy caissons are provided which are designed to ensure that the ACV floats when the lift fans are not working, i.e., when the air cushions are not inflated. These buoyancy caissons are formed of solid stiffened sheet surfaces and are supported on bracing formed by a base of transverse frames.The stringers 7 situ ated straight below the sides of caisson 2 are of the same type as 4, while the centre stringer 8 in the plane of symmetry of the
ACV is of the same type as 5. The ACV is further completed by bodywork 6 mounted on arches connected to the platform 1 and to the caisson 2, an upper deck floor 9, a lower deck floor 10 designed to take light vehicles and a floor 11 designed to support the heavy vehicles accommodated inside the caisson 2.
The section of Figure 2 illustrates a known solution of joining the caisson 2 and the platform in which the caisson 2, shown in thicker lines, rises to the full height of the
ACV from the bottom 12. Thus the halfplatforms la and 1b are not joined to each other and work independently of each other, entailing reinforcement and complication of their joints with 2. Moreover, the floor 11 has to be reinforced despite all in order to be able to support the weight of heavy vehicles.
The section of Figure 3 illustrates another known solution of joining the caisson to the platform in which the caisson 2 rests on the platform 1 in its entirety. The lesser height of the caisson 2 results in a modulus of longitudinal bending inertia which is clearly not as good, and the caisson has to be reinforced, thus increasing its weight.
The section of Figure 4 shows how, in the
ACV according to the invention the platform 1 is jointed with the caisson 2. The stringers 7, arranged directly below the lateral sides of the caisson 2, each contain relatively strong lower joists 13. In the same way the central stringer 8 has a relatively strong lower joist 14. Thus the stringers 7 and 8, by means of these joists, contribute noticeably to an increase in the modulus of longitudinal bending inertia of the ACV.
Besides, considering the cross-pieces 3, these are joists with higher webs under the caisson 2. the floor 11 is mounted on this part of the cross-pieces, with intermediate frames being placed between two crosspieces to reduce the span of this floor by half. The cross-pieces 3, therefore, lie unbroken under the caisson 2, thus allowing the transverse and diagonal stresses to propagate better in the platform 1.
The Figure 5 shows diagrammatically a reinforced stringer 4 containing a lower joist 15, an upper joist 16, uprights 17 and oblique tubes 18. The joist 15. of I- or
T-cross-sectohn, is intersected by transverse elements. The choice of the I- or T-crosssection is a function of the warping probability of the joist web following the calculated stresses to which it can be subjected. The uprights 17 are basically implemented as tubes. Each upright 17 is common to a stringer 4 and a cross-piece 3, the tubular structure allowing a simple bond with the joists of the stringer and the cross-piece as will be seen below in reference to Figure 8.
The joist 16 has a T-section or I-section where respectively the flange of the T or I respectively is below. It is interrupted at each intersection, with the upper edge of the web supporting the floor 10. The bond between the tubes 17, 18 and the joists will be described in greater detail in relation with Figure 8.
The Figure 6 shows diagrammatically a non-reinforced stringer 5 containing a lower joist 19, analogous to 15, an upper joist 20, analogous to 16, and uprights 17. It will be noted that, to a certain extent, the joist 19 can undergo longitudinal displacement with relation to the joist 20 whereas, in 4, the tubes 18 impede any relative movement of this type between 15 and 16. It is to be noted that in Figure 5 the tubes 18 are quite parallel even though they can also be alternately oblique.
The Figure 7 represents the mastersection of the ACV comprising the structure according to the invention and the plane of symmetry of which is shown at 21. More particularly, the Figure 7 shows half of a cross-piece 3 formed of a trussed girder containing an upper T-joist 22 with an uninterrupted web going from one side of the ACV to the other, a lower I-joist 23 between the buoyancy caissons, equally uninterrupted, and vertical uprights 17 which are equally common to the stringers, and oblique tubes 24. An upright 25 at the intersection with the stringer 7 is slightly shorter than the uprights 17.
The central caisson 2 is formed by an assembly of stiffened sheets 26 which are longitudinally constructed of a T-joist 27, under the roof, and a horizontal clamp with flanged edge 28, as well as in a transverse direction of T-joists 29 and 30.
The Figure 7 also shows the structure of the lateral buoyancy caissons which are constituted of stiffened watertight sheets 31, 32, and floor 10. In the transverse directon they are structurally formed by the casing 34 which extends the joists 22 and 23.
The Figure 7 also shows the arches 35 of the body-work 6 which are constituted by ribs. The bottom of each arch contains an enlarged segment 36, the base of which is joined to a joist 22. The top of each arch is joined to one end of a joist 30. The bottom part of the body work 6 can be made of sheet covering the arch. The top part, above floor 9, for instance, can be made of plastics.
Girders carrying the floor 9 define the upper deck. They contain a lower bar 37 and an upper bar 38 which are joined by oblique tubes 39. The floor 9 is mounted on the bars 38 in a conventional manner. The bond between the girders of floor 9 and the arches 35, on the one hand, and the joists 29, on the other, can contain slightly mobile parts such that the transverse bending of platform 1, involving the arches 35 through 36, does not cause excessive deformations of these arches, the girders of floor 9 and/or of the uprights 29.
Naturally, the structure is reinforced by conventional stiffeners, such as 40 between the joists 29 or 41 between the joists 22.
The Figure 8 shows the joint a of Figure 7.
Shown in perspective, joist 22 of the crosspiece 3, the upright 29 of caisson 2, the reinforced web 42 of 22 and the tubular upright 25 are found here again. It is to be noted that, in the course of the description, despite contrary indication, the web of a joist will bear the same numerical reference as the joist, whereas its flange will be indicated by a separate numerical reference.
The joist 22 intersects the upper joist 16 of stringer 7. At the intersection, the web 42 and the flange 43 of 22 are continued, the longitudinal joist 16 consequently being interrupted on both sides of 22. The webs of 22 and 16 have the same height and their flanges are in the same plane. The sheet of floor 11 is welded to the upper edges of webs 42 and 16. Above floor 11 the lower edge of the sheet 26, forming one of the longitudinal sides of caisson 2, is arranged straight above and integrated with the upper part of the web 16 while the web 29 is straight above the web 42. The stiffeners 40 are tied to the upright 29 between them.
The tubes 25 and 24, on the one hand, and 18. on the other, are angle-welded under the flanges 43 and 44, respectively.
The webs 42 and 16 intersect at the axis of tube 25, on the other side of the flange 43.
On the opposite side of each flange to the side at which the ends of the tubes (18, 24, 25) are welded, there is provided a respective support arrangement of four support points corresponding with each welded tube end. Thus four points of support are created for the (perpendicularly extending) tube 25 at the intersection of the cylinder of tube 25 and the planes of the webs 42 and 16. In an analogous manner four points of support are provided for each tube above the intersection ellipses of (obliquely extending) tubes
18 with the flange 44 and of (obliquely extending) tubes 24 with the flange 43.For the tube 18 two support points are created by the web 16 and the two others, respectively, by support plates 47 and 49 welded appropriately to 16 and 44, in practice opposite the small axis of the corresponding ellipse. for the tube 24 two support points are created by the web 42, and the two others by a support plate 48 and its symmetrical equal, not shown, with respective to 42. The support arrangements, provided by the sets of four support points as referred to above, impart additional rigidity to the platform.
Figure 9 is a side view showing how a perpendicular tube such as 25 and an oblique tube such as 24 or 18, are welded to a flange such as 45. The end of tube 25 is bevelled towards the outside at 46 and the weld is applied between the bevel and the flange. In the same way the end of tube 18 is bevelled, but in an irregular manner around the support ellipse of the oblique tube, particularly towards the outside in thc area next to the obtuse angle formed by the tube and the flange, and towards the inside of the tube, on the other hand, in the area next to the acute angle, in order to obtain a better quality weld. The support plates 50 and 51 are angle welded, for instance perpendicularly to the flange 45 in order to ensure the provision of four support points, with the web, for each tube in every case.
Between the adjacent ends of the tubes and between the tubes and the flanges elastic support plates are also provided, such as 52, 53 and 54, which are welded in the conventional way to the flange and the tube generatrices, where the planes of 52, 53 and 54 aare perpendicular to the flange under consideration and contain the tube axes.
WHAT WE CLAIM IS:- 1. An air-cushion vehicle structure comprising; a platform formed by a rectangular meshed grid comprising a plurality of stringers intersecting a plurality of crosspieces, the stringers and the cross-pieces each being constituted by an upper, flanged beam and a lower, flanged beam which are interconnected by perpendicularly extending tubes, and by obliquely extending tubes, which are welded to the flanges of the beams so as to form trussed stringers and cross-pieces; and a longitudinal caisson secured to the platform and formed by a plurality of transversely extending rectangular frames interconnected by longitudinally extending metal sheets, a lower limb of each rectangular frame being constituted by a portion of a respective one of said cross-pieces and the lower edges of longitudinal side walls of the caisson being integrated with the upper parts of two of said stringers;
in which the end of each tube is welded to a respective region on one side of a flange, and a respective support arrangement of four support points is provided on the opposite side of each flange to correspond with each of said regions so as to provide rigidity for the platform; ;
and in which each of said support arrangements of four support points is formed by means of the intersection of two webs of the beams or by means of a web of a beam and two support plates welded one on either side of said web.
2. An air-cushion vehicle structure
**WARNING** end of DESC field may overlap start of CLMS **.

Claims (2)

**WARNING** start of CLMS field may overlap end of DESC **.
the other, can contain slightly mobile parts such that the transverse bending of platform 1, involving the arches 35 through 36, does not cause excessive deformations of these arches, the girders of floor 9 and/or of the uprights 29.
Naturally, the structure is reinforced by conventional stiffeners, such as 40 between the joists 29 or 41 between the joists 22.
The Figure 8 shows the joint a of Figure 7.
Shown in perspective, joist 22 of the crosspiece 3, the upright 29 of caisson 2, the reinforced web 42 of 22 and the tubular upright 25 are found here again. It is to be noted that, in the course of the description, despite contrary indication, the web of a joist will bear the same numerical reference as the joist, whereas its flange will be indicated by a separate numerical reference.
The joist 22 intersects the upper joist 16 of stringer 7. At the intersection, the web 42 and the flange 43 of 22 are continued, the longitudinal joist 16 consequently being interrupted on both sides of 22. The webs of 22 and 16 have the same height and their flanges are in the same plane. The sheet of floor 11 is welded to the upper edges of webs 42 and 16. Above floor 11 the lower edge of the sheet 26, forming one of the longitudinal sides of caisson 2, is arranged straight above and integrated with the upper part of the web 16 while the web 29 is straight above the web 42. The stiffeners 40 are tied to the upright 29 between them.
The tubes 25 and 24, on the one hand, and 18. on the other, are angle-welded under the flanges 43 and 44, respectively.
The webs 42 and 16 intersect at the axis of tube 25, on the other side of the flange 43.
On the opposite side of each flange to the side at which the ends of the tubes (18, 24, 25) are welded, there is provided a respective support arrangement of four support points corresponding with each welded tube end. Thus four points of support are created for the (perpendicularly extending) tube 25 at the intersection of the cylinder of tube 25 and the planes of the webs 42 and 16. In an analogous manner four points of support are provided for each tube above the intersection ellipses of (obliquely extending) tubes
18 with the flange 44 and of (obliquely extending) tubes 24 with the flange 43.For the tube 18 two support points are created by the web 16 and the two others, respectively, by support plates 47 and 49 welded appropriately to 16 and 44, in practice opposite the small axis of the corresponding ellipse. for the tube 24 two support points are created by the web 42, and the two others by a support plate 48 and its symmetrical equal, not shown, with respective to 42. The support arrangements, provided by the sets of four support points as referred to above, impart additional rigidity to the platform.
Figure 9 is a side view showing how a perpendicular tube such as 25 and an oblique tube such as 24 or 18, are welded to a flange such as 45. The end of tube 25 is bevelled towards the outside at 46 and the weld is applied between the bevel and the flange. In the same way the end of tube 18 is bevelled, but in an irregular manner around the support ellipse of the oblique tube, particularly towards the outside in thc area next to the obtuse angle formed by the tube and the flange, and towards the inside of the tube, on the other hand, in the area next to the acute angle, in order to obtain a better quality weld. The support plates 50 and 51 are angle welded, for instance perpendicularly to the flange 45 in order to ensure the provision of four support points, with the web, for each tube in every case.
Between the adjacent ends of the tubes and between the tubes and the flanges elastic support plates are also provided, such as 52, 53 and 54, which are welded in the conventional way to the flange and the tube generatrices, where the planes of 52, 53 and 54 aare perpendicular to the flange under consideration and contain the tube axes.
WHAT WE CLAIM IS:- 1. An air-cushion vehicle structure comprising; a platform formed by a rectangular meshed grid comprising a plurality of stringers intersecting a plurality of crosspieces, the stringers and the cross-pieces each being constituted by an upper, flanged beam and a lower, flanged beam which are interconnected by perpendicularly extending tubes, and by obliquely extending tubes, which are welded to the flanges of the beams so as to form trussed stringers and cross-pieces; and a longitudinal caisson secured to the platform and formed by a plurality of transversely extending rectangular frames interconnected by longitudinally extending metal sheets, a lower limb of each rectangular frame being constituted by a portion of a respective one of said cross-pieces and the lower edges of longitudinal side walls of the caisson being integrated with the upper parts of two of said stringers;
in which the end of each tube is welded to a respective region on one side of a flange, and a respective support arrangement of four support points is provided on the opposite side of each flange to correspond with each of said regions so as to provide rigidity for the platform; ;
and in which each of said support arrangements of four support points is formed by means of the intersection of two webs of the beams or by means of a web of a beam and two support plates welded one on either side of said web.

2. An air-cushion vehicle structure
according to claim 1 and substantially as hereinbefore described with reference to, and as shown in Figures 8 and 9 of the accompanying drawings.

GB4799776A
1976-04-15
1976-11-17
Air-cushion vehicle structure

Expired

GB1566867A
(en)

Applications Claiming Priority (1)

Application Number
Priority Date
Filing Date
Title

FR7611109A

FR2348089A2
(en)

1976-04-15
1976-04-15

AIR CUSHION VEHICLE STRUCTURE

Publications (1)

Publication Number
Publication Date

GB1566867A
true

GB1566867A
(en)

1980-05-08

Family
ID=9171873
Family Applications (1)

Application Number
Title
Priority Date
Filing Date

GB4799776A
Expired

GB1566867A
(en)

1976-04-15
1976-11-17
Air-cushion vehicle structure

Country Status (6)

Country
Link

CA
(1)

CA1073948A
(en)

DE
(1)

DE2656084A1
(en)

FR
(1)

FR2348089A2
(en)

GB
(1)

GB1566867A
(en)

IT
(1)

IT1064633B
(en)

SE
(1)

SE7612719L
(en)

1976

1976-04-15
FR
FR7611109A
patent/FR2348089A2/en
active
Granted

1976-11-15
SE
SE7612719A
patent/SE7612719L/en
not_active
Application Discontinuation

1976-11-17
GB
GB4799776A
patent/GB1566867A/en
not_active
Expired

1976-11-30
IT
IT2993476A
patent/IT1064633B/en
active

1976-12-10
DE
DE19762656084
patent/DE2656084A1/en
not_active
Withdrawn

1977

1977-01-12
CA
CA269,524A
patent/CA1073948A/en
not_active
Expired

Also Published As

Publication number
Publication date

DE2656084A1
(en)

1977-11-03

FR2348089A2
(en)

1977-11-10

SE7612719L
(en)

1977-10-16

CA1073948A
(en)

1980-03-18

IT1064633B
(en)

1985-02-25

FR2348089B2
(en)

1978-08-25

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