DESC:FIELD OF THE INVENTION

The invention relates to all-terrain vehicles and in particular, relates to a hull assembly for an all-terrain vehicle.

BACKGROUND

Generally, all-terrain vehicles, such as earthmoving vehicles and recovery vehicles, are employed for performing various earthmoving operations and for assisting in operation/recovery of various heavy-duty vehicles. For instance, all-terrain vehicles are employed for towing and repairing inoperable heavy-duty vehicles. In order to perform such operations, the all-terrain vehicles usually provided with various internal components and external components, such as cranes, winches, a powertrain, an auxiliary power unit, and a Power take-off unit. Further, space accommodation and support brackets are crucial factors for such vehicles in order to effectively mount various internal components and external components. Generally, a hull structure of the all-terrain vehicle is adapted to accommodate various internal and external components of such vehicle. It is essential that a hull structure of an all-terrain vehicle should be designed in order to withstand operation loads and weight of aforesaid components. However, it is also crucial for the all-terrain vehicle to maintain an overall weight of the hull structure under a desirable limit.

In light of the discussion above, there is a need for the hull assembly for the all-terrain vehicle that caters to the aforementioned objectives

SUMMARY

In an embodiment of the present disclosure, a hull assembly for an all-terrain vehicle is disclosed. The hull assembly includes a lower hull structure and an upper hull structure. The lower hull structure includes a first compartment defined by a pair of side plates, a floor plate, a bulkhead plate, and a nose plate. Further, the lower hull structure includes a second compartment separated from the first compartment through the bulkhead plate extending between sides of the all-terrain vehicle. The second compartment is defined by the pair of side plates, the floor plate, the bulkhead plate, a rear plate, and a rear frame attached to the rear plate. The upper hull structure is disposed on the lower hull structure. The upper hull structure includes a primary compartment positioned at a front end of the all-terrain vehicle. Further, the upper hull structure includes a secondary compartment positioned at a rear end of the first compartment. The upper hull structure also includes an auxiliary compartment positioned at the rear end of the first compartment and adjacent to the secondary compartment.

To further clarify advantages and features of the present invention, a more particular description of the invention will be rendered by reference to specific embodiments thereof, which is illustrated in the appended drawings. It is appreciated that these drawings depict only typical embodiments of the invention and are therefore not to be considered limiting of its scope. The invention will be described and explained with additional specificity and detail with the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:

Figure 1a illustrates a perspective view of a hull assembly for an all-terrain vehicle, according to an embodiment of the present disclosure;

Figures 1b illustrates a side view of the hull assembly of the all-terrain vehicle, according to an embodiment of the present disclosure;

Figure 1c illustrates a top view of the hull assembly of the all-terrain vehicle, according to an embodiment of the present disclosure;

Figure 2 illustrates a perspective view of a lower hull structure of the hull assembly, according to an embodiment of the present disclosure;

Figure 3 illustrates an exploded view of the lower hull structure of the hull assembly, according to an embodiment of the present disclosure;

Figure 4 illustrates a perspective view of an upper hull structure disposed on the lower hull structure, according to an embodiment of the present disclosure; and

Figure 5 illustrates an exploded view of the upper hull structure of the hull assembly, according to an embodiment of the present disclosure.

Further, skilled artisans will appreciate that elements in the drawings are illustrated for simplicity and may not have been necessarily been drawn to scale. For example, the flow charts illustrate the method in terms of the most prominent steps involved to help to improve understanding of aspects of the present invention. Furthermore, in terms of the construction of the device, one or more components of the device may have been represented in the drawings by conventional symbols, and the drawings may show only those specific details that are pertinent to understanding the embodiments of the present invention so as not to obscure the drawings with details that will be readily apparent to those of ordinary skill in the art having benefit of the description herein.

DETAILED DESCRIPTION OF FIGURES

For the purpose of promoting an understanding of the principles of the invention, reference will now be made to the embodiment illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the invention is thereby intended, such alterations and further modifications in the illustrated system, and such further applications of the principles of the invention as illustrated therein being contemplated as would normally occur to one skilled in the art to which the invention relates. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skilled in the art to which this invention belongs. The system, methods, and examples provided herein are illustrative only and not intended to be limiting.

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings.

Figure 1a illustrates a perspective view of a hull assembly 100 for an all-terrain vehicle, according to an embodiment of the present disclosure. Figures 1b illustrates a side view of the hull assembly 100 of the all-terrain vehicle, according to an embodiment of the present disclosure. Figure 1c illustrates a top view of the hull assembly 100 of the all-terrain vehicle, according to an embodiment of the present disclosure. In one embodiment, the all-terrain vehicle may be embodied as an earthmoving vehicle, without departing from the scope of the present disclosure. In another embodiment, the all-terrain vehicle may be embodied as an armoured repair and recovery vehicle, without departing from the scope of the present disclosure.

Referring to Figure 1a, 1b, and 1c, the all-terrain vehicle may include, but is not limited to, the hull assembly 100 supporting various components of the all-terrain vehicle. The hull assembly 100 may be designed considering volume requirement for mounting of aggregates internally and externally meeting transportability criteria (rail & road moving dimensions). In an embodiment, the hull assembly 100 may be adapted to internally accommodate components including, but not limited to, a powertrain system, a main winch, an auxiliary winch, a Power take-off (PTO), fuel tanks, electrical systems, electronics & communication systems, passengers, and a hydraulic system. Further, the hull assembly 100 may be adapted to externally accommodate components including, but not limited to, crane, an Auxiliary Power Unit (APU), an air Compressor, fuel tanks, and certain components of the hydraulic system & Stowages.

Further, the all-terrain vehicle may include a drive system adapted to propel the all-terrain vehicle on a surface. In the illustrated embodiment, the drive system may include, but is not limited to, a pair of track assemblies, without departing from the scope of the present disclosure. Each of the pair of track assemblies may be disposed on a left side X1 of the all-terrain vehicle and a right side X2 of the all-terrain vehicle. In an embodiment, the all-terrain vehicle may interchangeably be referred to as the vehicle, without departing from the scope of the present disclosure.

In the illustrated embodiment, the hull assembly 100 may include a lower hull structure 102 and an upper hull structure 104. In an embodiment, the upper hull structure 104 may be disposed on the lower hull structure 102. In an embodiment, the lower hull structure 102 may be designed by considering the following major system(s) in consideration:
• Powertrain system including power pack with final drive
• Suspension units disposed on each of the right side and the left side of the vehicle. In an example, fourteen suspension units may be disposed on each of the right side and the left side of the vehicle.
• Exhaust system
• Power take-off (PTO) system
• Fuel system and crew members

Further, in an embodiment, the upper hull structure 104 may be designed by considering the following system(s) in consideration:
• A winch assembly including a main winch and an auxiliary winches
• A Crane assembly
• Compartments for driver and passengers
• A hydraulic system
• Electrical and electronics system
• Fair lead Assembly
• A vision system
• Skirt plates, track plates, and fenders components etc.

Constructional details of each of the lower hull structure 102 and the upper hull structure 104 are explained in detail in the subsequent sections of the present disclosure.

Figure 2 illustrates a perspective view of the lower hull structure 102 of the hull assembly 100, according to an embodiment of the present disclosure. Figure 3 illustrates an exploded view of the lower hull structure 102 of the hull assembly 100, according to an embodiment of the present disclosure. Referring to Figure 2 and Figure 3, the lower hull structure 102 includes a first compartment 106 and a second compartment 108. The first compartment 106 may be defined by a pair of side plates 110, a floor plate 112, a bulkhead plate 114, and a nose plate 116.

In the illustrated embodiment, the pair of side plates 110 may include a first side plate 110-1 and a second side plate 110-2. The first side plate 110-1 may be positioned on the right side X2 of the vehicle. Further, the second side plate 110-2 may be positioned on the left side X1 of the vehicle. The first side plate 110-1 may be positioned parallel to the second side plate 110-2. In an embodiment, each of the first side plate 110-1 and the second side plate 110-2 may extend between a front end Y1 of the vehicle and a rear end Y2 of the vehicle.

The first side plate 110-1 and the second side plate 110-2 may collectively be referred to as the side plate 110 or the side plates 110. Further, in an embodiment, each of the first side plate 110-1 and the second side plate 110-2 may include a plurality of sub-components, without departing from the scope of the present disclosure. In such an embodiment, the plurality of sub-components may be coupled together to form the side plate 110, such as the first side plate 110-1 and the second side plate 110-2. In an embodiment, constructional details associated with the first side plate 110-1 may be identical to constructional details of the second side plate 110-2.

Further, the floor plate 112 may be positioned between the first side plate 110-1 and the second side plate 110-2. In the illustrated embodiment, the floor plate 112 may be horizontally positioned with respect to the orientation of the first side plate 110-1 and the second side plate 110-2. The floor plate 112 may extend between the front end Y1 of the vehicle and the rear end Y2 of the vehicle. Further, in an embodiment, the floor plate 112 may include a plurality of sub-components adapted to be assembled together to form the floor plate 112, without departing from the scope of the present disclosure.

In the illustrated embodiment, the bulkhead plate 114-1 may be disposed on the floor plate 112 of the lower hull structure 102. The bulkhead plate 114-1 may interchangeably be referred to as the lower bulkhead plate 114-1, without departing from the scope of the present disclosure. The lower bulkhead plate 114-1 may extend between sides, i.e., the left side X1 and the right side X2, of the vehicle. In particular, the lower bulkhead plate 114-1 may extend between the first side plate 110-1 and the second side plate 110-2 of the lower hull structure 102. The bulkhead plate 114-1 may be vertically oriented with respect to the floor plate 112 of the lower hull structure 102. The lower bulkhead plate 114-1 may be perpendicularly positioned with respect to each of the first side plate 110-1 and the second side plate 110-2.

Referring to Figure 3, the nose plate 116 may be disposed at the front end Y1 of the vehicle. In an embodiment, the nose plate 116 may be coupled to the floor plate 112 of the lower hull structure 102. The nose plate 116 may be coupled to the floor plate 112 such that the nose plate 116 may be inclined at an angle greater than 90° angle with respect to the floor plate 112. Further, the nose plate 116 may be coupled to the floor plate 112 such that the nose plate 116 may extend between the first side plate 110-1 and the second side plate 110-2. As mentioned earlier, the nose plate 116, the first side plate 110-1, the second side plate 110-2, the floor plate 112, and the lower bulkhead plate 114-1 may define the first compartment 106 of the lower hull structure 102 of the hull assembly 100.

As explained earlier, the lower hull structure 102 of the hull assembly 100 include the second compartment 108. The second compartment 108 may be adapted to support a powertrain system of the vehicle. In an embodiment, the second compartment 108 may interchangeably be referred to as the power-pack compartment 108, without departing from the scope of the present disclosure. The second compartment 108 may be separated from the first compartment 106 through the bulkhead plate 114-1 extending between the sides of the vehicle. Constructional details of the second compartment 108 are explained in detail in the subsequent sections of the present disclosure.

Referring to Figure 3, the second compartment 108 may be defined by the pair of side plates 110-1, 110-2, the floor plate 112, the bulkhead plate 114-1, a rear plate 118, and a rear frame 120 attached to the rear plate 118. In the illustrated embodiment, each of the rear plate 118 and the rear frame 120 may be disposed at the rear end Y2 of the vehicle. The rear plate 118 may be coupled to the floor plate 112 of the lower hull structure 102. Further, the rear plate 118 may extend between the first side plate 110-1 and the second side plate 110-2 of the lower hull structure 102. The rear plate 118 may be provided with a curved contour, without departing from the scope of the present disclosure.

In the illustrated embodiment, the rear plate 118 may include a first side and a second side distal to the first side. The first side may be adapted to support mounting brackets for supporting the powertrain system of the vehicle. In an embodiment, the first side may be adapted to support the mounting brackets for supporting an engine of the vehicle. Further, the second side may be attached to a mounting bracket for towing another vehicle. In an embodiment, the rear plate 118 may be adapted to support a fuel tank through a plurality of mounting brackets attached to the rear plate 118.

Further, the rear frame 120 may be coupled to the rear plate 118 of the lower hull structure 102. The rear frame 120 may be coupled to the rear plate 118 such that the rear frame 120 may extend between the first side plate 110-1 and the second side plate 110-2 of the lower hull structure 102. In the illustrated embodiment, the rear frame 120 may be embodied as louvres type frame assembly, without departing from the scope of the present disclosure. The rear frame 120 may include a pair of horizontal members 120-1 and a plurality of plates 120-2. The plurality of plates 120-2 may be positioned adjacent to each other and arranged between the pair of horizontal members 120-1.

Figure 4 illustrates a perspective view of the upper hull structure 104 disposed on the lower hull structure 102, according to an embodiment of the present disclosure. Figure 5 illustrates an exploded view of the upper hull structure 104 of the hull assembly 100, according to an embodiment of the present disclosure. Referring to Figure 4 and Figure 5, the upper hull structure 104 may be adapted to be disposed on the lower hull structure 102.

The upper hull structure 104 may include a primary compartment 122, a secondary compartment 124, and an auxiliary compartment 126. Further, the hull assembly 100 may include a frontal glacis plate 128 positioned at the front end Y1 of the all-terrain vehicle. The frontal glacis plate 128 may be attached to the nose plate 116. The hull assembly 100 may also include a base plate 130 positioned at the front end Y1 of the all-terrain vehicle and adjacent to the frontal glacis plate 128. The base plate 130 may be adapted to support a crane assembly. In an embodiment, the crane assembly may be adapted to pull at least 22 tons of load, without departing from the scope of the present disclosure. The base plate 130 may interchangeably be referred to as the crane base plate 130.

Referring to Figure 1a and Figure 4, the upper hull structure 104 may include a plurality of track plates 132 positioned on both sides of the vehicle. In the illustrated embodiment, the plurality of track plates 132 may include, but is not limited to, a first set of track plates 132-1 and a second set of track plates 132-2. The first set of track plates 132-1 may be positioned on the left side X1 of the vehicle. Further, the second set of track plates 132-2 may be positioned on the right side X2 of the vehicle.

The first set of track plates 132-1 may individually be referred to as a first track plate 132-1-1, a second track plate 132-1-2, and a third plate 132-1-3, without departing from the scope of the present disclosure. Each of the first track plate 132-1-1, the second track plate 132-1-2, and the third track plate 132-1-3 may be adapted to be coupled to the first side plate 110-1. Further, the second track plate 132-1-2 may be positioned between the first track plate 132-1-1 and the third track plate 132-1-3. The second track plate 132-1-2 may be adapted to be coupled to the first track plate 132-1-1 and the third track plate 132-1-3.

Similarly, the second set of track plates 132-2 may individually be referred to as a first track plate 132-2-1, a second track plate 132-2-2, and a third track plate 132-2-3, without departing from the scope of the present disclosure. Each of the first track plate 132-2-1, the second track plate 132-2-2, and the third plate 132-2-3 may be adapted to be coupled to the second side plate 132-2-2. Further, the second track plate 132-2-2 may be positioned between the first track plate 132-2-1 and the third track plate 132-2-3. The second track plate 132-2-2 may be adapted to be coupled to the first track plate 132-2-1 and the third track plate 132-2-3.

In the illustrated embodiment, the primary compartment 122, the secondary compartment 124, and the auxiliary compartment 126 may be positioned above the first compartment 106 of the lower hull structure 102. In an embodiment, the primary compartment 122 may be positioned at the front end Y1 of the all-terrain vehicle. The primary compartment 122 may be adapted to accommodate a driver of the all-terrain vehicle. The primary compartment 122 may interchangeably be referred to as the driver compartment, without departing from the scope of the present disclosure.

The primary compartment 122 may be covered by at least a first roof plate 122-1 and the frontal glacis plate 128. The first roof plate 122-1 may be adapted to be coupled to the frontal glacis plate 128. In an embodiment, the first roof plate 122-1 may be adapted to accommodate a driver hatch and a plurality of slots for mounting of vision equipment. In such an embodiment, the first roof plate 122-1 may be inclined at a 5º angle to improve driver’s visibility which accommodates the driver hatch and the plurality of slots for the vision equipment.

In an embodiment, the secondary compartment 124 may be positioned at a rear end of the first compartment 122. The secondary compartment 124 may be adapted to accommodate passengers of the all-terrain vehicle. The secondary compartment 124 may be covered by at least a side plate 124-1, a second roof plate 124-2, and the bulkhead plate 114, such as the upper bulkhead plate 114-2. The side plate 124-1 may be adapted to be coupled to the first set of track plates 132-1. The side plate 124-1 may extend in a direction along a length of the vehicle. Further, the second roof plate 124-2 may be coupled to the first roof plate 122-1 of the primary compartment 122.

In an embodiment, the auxiliary compartment 126 may be positioned at the rear end of the first compartment 122 and adjacent to the secondary compartment 124. The auxiliary compartment 126 may be adapted to accommodate a winch assembly of the all-terrain vehicle. In an embodiment, the winch assembly may be adapted to hoist at least 150 tons of load, without departing from the scope of the present disclosure. The auxiliary compartment 126 may interchangeably be referred to as the winch compartment. The auxiliary compartment 126 may be covered by at least a third roof plate 126-1, a side plate 126-2, and the bulkhead plate 114, such as the upper bulkhead plate 114-2. In the illustrated embodiment, the side plate 126-2 may be coupled to the second side plate 110-2 of the lower hull structure 102.

In an embodiment, separate access doors and hatches may be provided in the hull assembly 100 for allowing ingress and egress of the driver and the passengers in the primary compartment 122 and the secondary compartment 124, respectively. Further, at least one emergency exit door may be provided in the floor plate 112 for performing an emergency operation. The hull assembly 100 may also be provided with separate door for performing major aggregates maintenance. In an embodiment, doors provided in the hull assembly 100 may be deployed with sealing members in order to restrict ingress of contaminants or any undesirable matter within the hull assembly 100. The hull assembly 100 may also be provided with a plurality of lugs and support brackets for mounting of the aggregates, such as the engine, the winches, the crane, the PTO, the APU, the compressors, and various other aggregates as mentioned in the present disclosure.

In an embodiment, the first side plate 110-1 and the second side plate 110-2 may collectively be referred to as the side plates 110. The first roof plate 122-1, the second roof plate 124-2, and the third roof plate 126-1 may collectively be referred to as the roof plates. The lower bulkhead plates 114-1 and the upper bulkhead plates 114-2 may collectively be referred to as the bulkhead plates. The nose plate 116 and the frontal glacis plate 128 may collectively be referred to as the front plates, without departing from the scope of the present disclosure. In an embodiment, the plates of the hull assembly 100 may be coupled to each other through a welding process, without departing from the scope of the present disclosure. Each of the plates employed in the hull assembly 100 of the vehicle may have a thickness in a range of 10 mm to 80 mm depending on the requirement, i.e., structural strength and ballistic properties.

Table 1 illustrates the name of plates with respect to the material and thickness associated with the corresponding plate of the hull assembly 100, according to an embodiment of the present disclosure. It should be appreciated by a person skilled in the art that Table 1 is included to provide a better understanding of the present disclosure and therefore, should not be construed as limiting.
Table 1
Plate Thickness of Hull Assembly
S. No. Plates Material Thickness (mm)
1 Floor plate Armoured steel 18 mm
2 First side plate and Second side plate Armoured steel 40 mm
3 Upper side plates LH & RH Armoured steel 15 mm
4 Roof plates Armoured steel 15 mm
5 Bulkhead plates structural steel 20 mm
6 Rear plates Armoured steel 20 mm & 18 mm
7 Hull stiffeners Armoured steel 20 mm & 30 mm
8 Front plates Armoured steel 40 mm
9 other plates (small quantity) Armoured steel 60 mm & 80 mm
The above-explained implementation of the hull assembly 100 for the all-terrain vehicle leads to the following advantages:
Generally, the mounting structure of the crane in an existing hull structure is made from the casting process because of its complexity in nature, difficult welding accessibility, strength and deflection. However, in the hull assembly 100 of the present disclosure, the crane assembly is mounted on the hull assembly 100 using fully plate constructional design, i.e., the crane base plate, with welding accessibility and stresses/deflection within the limits. This design is capable of transmitting/absorb the stress generated at the time of crane operation with a maximum load without any failure. The design can withstand dynamic loading pattern without deflecting the slew bearing. Plate construction also eliminates MOQ issue and save development time to a large extent.
Further, the frontal glacis plate 128 and the nose plate 116 of the hull assembly 100 are designed and stiffened to cater the load generated by operations of the main winch and anchor cum dozer operations. The frontal glacis plate 128 and the nose plate 116 can support a relatively superior level of protection for the crew members, i.e., the passengers and the drive, from any high-velocity projectile. The rear plate 118 of the hull assembly 100 is developed to support mountings of the engine at one side and the other side is provided with the mounting bracket which can tow another vehicle, such as the all-terrain vehicle. The plurality of mounting brackets is being welded to the rear plate 118 to support load of the fuel tank.
In an embodiment, the hull assembly 100 may be adapted to support at least seven suspension stations and at least four support rollers on each side, i.e., the left side X1 and the right side X2 of the vehicle. Further, bumpstops are welded to the hull assembly 100 for each of the suspension stations. A suspension locking arrangement is provided at 1st, 2nd, 6th, and 7th suspension station on both sides. Easy access maintenance door is provided at suitable locations for proper maintenance and serviceability. Fuel drain, oil drain, bilge pump opening and transmission oil opening are provided in the engine compartment with proper sealing arrangements.

Further, new technology has been implemented in order to attain high quality and cost-effectiveness for design, development and testing, and to achieve rapid manufacturing with more increased accuracy. The following are the technologies developed for manufacturing the hull assembly of the present disclosure.

The present invention discloses a design of welding joints and edge preparation for armour steel. The plates of the hull assembly 100, such as the armour plates, limit a welder to preheat the job due to the trepidation of transformation in its properties (chemical and mechanical). Hence, the weld quality requirements of homogeneous weldable quality steel for use in resistance to penetration by kinetic energy projectiles and resistance to high rates of shock loading deteriorates. In order to overcome the problem associated with the aforesaid welding process, the hull assembly 100 of the present disclosure is manufactured by considering following parameters during the welding process:
? Welding Direction and Sequence
? Elevated Temperature Effects
? Edge preparations
? Hot shortness
? Cold crack
? Weld retention time

In an embodiment, welding electrode may be selected based on a requirement of the armour welding of the hull assembly 100. Table 2 and Table 3 illustrate chemical properties and physical properties of the electrodes, respectively, used in the welding process employed for manufacturing the hull assembly 100, according to an embodiment of the present disclosure. It should be appreciated by a person skilled in the art that Table 2 and Table 3 are included to provide a better understanding of the present disclosure and therefore, should not be construed as limiting.

Table 2
Chemical properties
Element Percentage (%)
carbon 0.06
Manganese 1.2
Silicon 0.5
Sulphur 0.01
Phosphorus 0.03
Chromium 20
Nickel 9.5
Molybdenum 2.8

Table 3
Armoured electrode properties
Tensile strength Mpa 620
Y.S Mpa min NA
Elongation (%) min 25
Brinell hardness HBW 400-450
Impact Strength 50J at -50 deg

Table 4 illustrates a list of welding parameters considered while manufacturing the hull assembly 100, according to an embodiment of the present disclosure. It should be appreciated by a person skilled in the art that Table 4 is included to provide a better understanding of the present disclosure and therefore, should not be construed as limiting.

Table 4
Welding parameters
Distance of component to current carrying tip 20~25 mm
CO2 consumption 16~25 lpm
Flow rate 18~22 lpm
Wire feed 4 m/min
Preheating of plate Mode parameters 250-300°C

Table 5 illustrates a list of welding procedures and corresponding welding parameters employed in manufacturing of the hull assembly 100, according to an embodiment of the present disclosure. It should be appreciated by a person skilled in the art that Table 5 is included to provide a better understanding of the present disclosure and therefore, should not be construed as limiting.
Table 5
Weld pass(es) Process classification/Spec Diameter (mm) Current type and polarity Amps (Range) Wire feed power (range) Volts (Range) Travel speed
Root SMAW ME21SPL 4 DCEP 14-145 A NA 23-25 160-180 mm/min
Filler 1 FCAW 201 OA 2.4 DCEP 190-230 A 4 m/min 29-30 320-350 mm/min
Further FCAW 201 OA 2.4 DCEP 190-230 A 4 m/min 29-31 280-350 mm/min
One of the most important elements for the design of the hull assembly 100 is the armour protection level as prescribed by applicable standards. The weight of armour in the vehicle has always been constrained by the overall weight of the vehicle and the power-to-weight ratio. The hull assembly 100 of the present disclosure is designed such that armoured material used for manufacturing may not substantially increase the overall weight of the vehicle. Further, the hull assembly 100 has been innovated with new stiffening technology with ease of manufacturing to withstand significant stresses due to crane operations and winching operations. Therefore, the hull assembly 100 of the present disclosure is flexible in implementation, compact, robust, cost-effective, convenient, provided with improved ballistic protection, and has a wide range of applications.
In an embodiment, the present disclosure may also disclose a method for designing, analysing, and developing the hull assembly for the all-terrain vehicle. At Step1 of the method, the design features of the hull assembly 100 have been conceptualized from base vehicle information. The basic information about design concept required from the base vehicle is the mounting details of running gear & suspension system, engine, and transmission.
At Step2 of the method, with the inflow of the basic vehicle information, 3D model is generated by considering the following aspects:
1. Ballistic protection for crew members
2. Structural rigidity for specified loads
3. Space accommodation for Aggregates
4. Weight of the hull assembly
Preliminary analysis is done to check the overall strength of the hull assembly 100. Report for the design is prepared and checked for all loads and placement of the aggregates.
At Step3 of the method, critical design, detailed design review and analysis report are prepared after analysing the static and dynamic behaviour of the hull assembly 100 with all the possible loads acting on the aforesaid assembly. The static analysis is carried out individually for each load-carrying member, such as the frontal glacis plate 128 for winch load, the nose plate 116 for Anchor-cum-Dozer load, the crane base plate 130 for crane load, the floor plate 112 for main winch, the bulkhead plate 114 for PTO, the winch compartment 126 for tool boxes and water tank, etc. After analysing the individual components of the hull assembly 100, static analysis for the hull assembly 100 is carried out. Subsequently, dynamic analysis of the hull assembly 100 is performed for all the loading conditions. Result of the analysis is further analysed and implemented on the hull assembly 100.
At Step4 of the method, cutting of the plates for the hull assembly 100 is done keeping the tolerance of the cutting and machining into consideration. All the plates are machined after CNC gas cutting to avoid change in the properties of the base plate and also to maintain the accuracy. Each and every machined component is then checked for its flatness and desired dimensions before handing over for fabrication. Every part is coated with rust prevention coating after machining. All the threaded holes are applied with grease.
At Step5 of the method, Jigs and fixtures are prepared for each sub-assembly of the hull assembly 100. All the dimensions tolerances and welding tolerances are focused on designing the preparation of fixtures. Fixtures are designed for assembly and performing welding operation. A lower hull track welding fixture and full welding fixture are separately designed for the ease of welding. A full welding manipulator is 30-ton structure designed in order to weld each and every component of the hull assembly 100 in down head welding position.
At Step6 of the method, each sub-assembly is stress relieved by shot pining and then applied with the protective coating. All the assemblies are sent for quality check. Quality check is done for all the welds. All the welding is done as per the WPS prepared for each weld joints. Welding of the hull assembly 100 is done in stages on full welding manipulator. All the welding on the hull assembly 100 is down head welding for proper fusing of the material. After welding the hull assembly 100, the hull assembly 100 is sent for weight measurement and stress relieving. Machining of the hull assembly 100 is done with the help of fixture for the side plates, sprocket area and the engine compartment, i.e., the second compartment. Separate fixtures are provided for performing machining on the upper hull structure 104 and the lower hull structure 102.

At Step6 of the method, finally, the hull assembly 100 is sent for inspection. The final stage inspection is done with portable CMM machine and then water dip test is performed in order to check for any leakage in the hull assembly 100 through weld joints.

While specific language has been used to describe the present subject matter, any limitations arising on account thereto, are not intended. As would be apparent to a person in the art, various working modifications may be made to the method in order to implement the inventive concept as taught herein. The drawings and the foregoing description give examples of embodiments. Those skilled in the art will appreciate that one or more of the described elements may well be combined into a single functional element. Alternatively, certain elements may be split into multiple functional elements. Elements from one embodiment may be added to another embodiment.
,CLAIMS:1. A hull assembly for an all-terrain vehicle, the hull assembly comprising:
a lower hull structure comprising:
a first compartment defined by a pair of side plates, a floor plate, a bulkhead plate, and a nose plate; and
a second compartment separated from the first compartment through the bulkhead plate extending between sides of the all-terrain vehicle, wherein the second compartment is defined by the pair of side plates, the floor plate, the bulkhead plate, a rear plate, and a rear frame attached to the rear plate; and
an upper hull structure disposed on the lower hull structure, wherein the upper hull structure comprising:
a primary compartment positioned at a front end of the all-terrain vehicle;
a secondary compartment positioned at a rear end of the first compartment; and
an auxiliary compartment positioned at the rear end of the first compartment and adjacent to the secondary compartment.

2. The hull assembly for the all-terrain vehicle as claimed in claim 1 further comprising:
a frontal glacis plate positioned at the front end of the all-terrain vehicle, wherein the frontal glacis plate is attached to the nose plate; and
a base plate positioned at the front end of the all-terrain vehicle and adjacent to the frontal glacis plate, wherein the base plate is adapted to support a crane assembly.

3. The hull assembly for the all-terrain vehicle as claimed in claim 1, wherein the second compartment is adapted to support a powertrain system of the all-terrain vehicle.

4. The hull assembly for the all-terrain vehicle as claimed in claim 1, the primary compartment is adapted to accommodate a driver of the all-terrain vehicle.

5. The hull assembly for the all-terrain vehicle as claimed in claim 1, the secondary compartment is adapted to accommodate passengers of the all-terrain vehicle.

6. The hull assembly for the all-terrain vehicle as claimed in claim 1, the auxiliary compartment is adapted to accommodate a winch assembly of the all-terrain vehicle.

7. The hull assembly for the all-terrain vehicle as claimed in one of claims 2 and 6, wherein the winch assembly is adapted to hoist at least 150 tons of load and the crane assembly is adapted to pull at least 22 tons of load.

8. The hull assembly for the all-terrain vehicle as claimed in claim 1, wherein the rear plate includes a first side and a second side distal to the first side, the first side is adapted to support mounting brackets for supporting an engine of the all-terrain vehicle and the second side is attached to a mounting bracket for towing another vehicle.

9. The hull assembly for the all-terrain vehicle as claimed in claim 1, wherein the rear plate is adapted to support a fuel tank through a plurality of mounting brackets attached to the rear plate.