CN218368355U

CN218368355U - Pipeline fuelling vehicle

Info

Publication number: CN218368355U
Application number: CN202220103700.3U
Authority: CN
Inventors: 王雷; 黄海频; 俞斌; 管大胜; 黄婷婷
Original assignee: SHANGHAI CHENGFEI AVIATION SPECIAL EQUIPMENT CO Ltd
Current assignee: SHANGHAI CHENGFEI AVIATION SPECIAL EQUIPMENT CO Ltd
Priority date: 2022-01-14
Filing date: 2022-01-14
Publication date: 2023-01-24
Anticipated expiration: 2032-01-14

Abstract

The application provides a pipeline tank service truck, including electronic chassis, oil feeding pipeline subassembly and facial make-up subassembly. The electric chassis comprises a chassis crossbeam and a battery pack. The upper assembling component is assembled on a crossbeam of the chassis. Therefore, the battery pack supplies power to the upper assembly on the crossbeam of the chassis, so that the pollution to the environment is reduced, and the chassis is safe and economical. The upper assembly component comprises a lifting platform capable of lifting. The lift platform assists the refueller in moving closer to the fuel filler port of the aircraft to operate the fuel filler port that docks the fuel filler line assembly to the aircraft. The oil filling pipeline assembly comprises a ground well joint, an oil filling joint and an oil conveying pipe. The oil delivery pipe surrounds the outer edge of the crossbeam of the chassis. The refueling joint is used for being connected with a refueling port of an airplane. The ground well joint is detachably connected to the chassis girder. The refueling joint is detachably connected to the lifting platform. So, through the ground well joint, refuel and connect and defeated oil pipe with the oil transportation to the aircraft of ground well, transport oil structure is simple, and the pipeline layout is clear.

Description

Pipeline fuelling vehicle

Technical Field

The application relates to the field of aviation fuel filling, in particular to a pipeline refueling truck.

Background

With the rapid development of aviation industry in China, the airplane has more and more demands on ground security and service. Wherein, the pipeline tank service truck is as the necessary airport ground special type vehicle in the aircraft operation process, and corresponding service frequency also can increase gradually.

In the related art, a fuel line truck includes a fuel chassis and a top mount assembly. However, the pollution of the airport environment by the exhaust emission of the fuel chassis is relatively large.

SUMMERY OF THE UTILITY MODEL

The application provides a pipeline tank service truck who aims at reducing environmental pollution.

The application provides a pipeline refueling truck, which comprises an electric chassis, a refueling pipeline assembly and an upper assembly, wherein the electric chassis comprises a chassis crossbeam and a battery pack assembled on the chassis crossbeam; the upper assembly component is assembled on the chassis crossbeam and comprises a lifting platform capable of lifting, the oil filling pipeline component comprises a ground well joint, an oil filling joint and an oil conveying pipe connected with the ground well joint and the oil filling joint, the oil conveying pipe surrounds the outer edge of the chassis crossbeam, the oil filling joint is used for being connected with an oil filling port of an airplane, the ground well joint is detachably connected with the chassis crossbeam, and the oil filling joint is detachably connected with the lifting platform.

Optionally, the chassis girder includes a sinking section sinking downward, and the lifting platform is supported and assembled above the sinking section.

Optionally, the chassis girder further includes a front support section connected to a front end of the sinking section and a rear support section connected to a rear end of the sinking section, wherein a front end of the front support section is inclined downward.

Optionally, defeated oil pipe is including first defeated oil pipe and the defeated oil pipe of second that is connected, well joint connect in first defeated oil pipe, refuel the articulate in defeated oil pipe of second, first defeated oil pipe sets up to the rubber tube, and follows one side of lift platform extends to through the rear of a vehicle to lift platform's opposite side.

Optionally, the second oil delivery pipe includes a deformable pipe, an oil inlet pipe connected to an oil inlet end of the deformable pipe, and an oil outlet pipe connected to an oil outlet end of the deformable pipe, the oil inlet pipe is communicated with the first oil delivery pipe, and the oil outlet pipe is communicated with the oil filling joint;

but the deformation pipe with advance to be equipped with the oil feed joint between the oil pipe, the deformation pipe with it connects to go out to be equipped with out oil between the oil pipe, it is fixed in to go out oil pipe lift platform, the oil feed joint is located the top that goes out oil joint, the deformation pipe is in lift platform extends when ascending lift platform is crooked when descending.

Optionally, the oil outlet pipe comprises a hard pipe section and a hose section which are connected, the hard pipe section is made of non-elastic materials, the hose section is made of elastic materials, the hard pipe section is connected with the deformable pipe and the hose section, the hose section is connected with the hard pipe section and the oil filling connector, and the hard pipe section is fixed on the lifting platform.

Optionally, the first oil delivery pipe extends along the outer contour of the chassis girder and is flush with the lowest surface of the chassis girder.

Optionally, the top-loading assembly further comprises a reel, the reel is assembled at the rear end of the chassis girder, the oil feeding pipeline assembly further comprises a third oil feeding pipe and a second oil feeding joint wound on the reel, the oil feeding end of the third oil feeding pipe is communicated with the ground well joint, the oil discharging end is communicated with the second oil feeding joint, and the second oil feeding joint is used for being connected with an oil feeding port of an airplane.

Optionally, add oil pipe assembly still including connect in the filter of first defeated oil pipe, the oil feed end of third defeated oil pipe connect in the oil outlet end of filter.

Optionally, the pipeline refuelling truck comprises a cab, the cab is assembled at the front end of the chassis girder, and the battery pack is assembled between the cab and the lifting platform; and/or

The height of the highest point of the pipeline refuelling truck is less than or equal to 2m.

The application provides a pipeline tank service truck, including electronic chassis, oil pipe way subassembly and facial make-up subassembly. The electric chassis comprises a chassis crossbeam and a battery pack. The upper assembling component is assembled on a crossbeam of the chassis. Therefore, the battery pack supplies power to the upper assembly on the crossbeam of the chassis, so that the pollution to the environment is reduced, and the chassis is safe and economical. The upper assembly component comprises a lifting platform capable of lifting. The lift platform assists the refueller in moving closer to the fuel filler port of the aircraft to operate the fuel filler port that docks the fuel filler line assembly to the aircraft. The oil filling pipeline assembly comprises a ground well joint, an oil filling joint and an oil conveying pipe. The oil delivery pipe surrounds the outer edge of the crossbeam of the chassis. The refueling joint is used for being connected with a refueling port of an airplane. The ground well joint is detachably connected to the chassis girder. The refueling joint is detachably connected to the lifting platform. So, through the ground well joint, refuel and connect and defeated oil pipe transports the aviation oil of ground well to the aircraft, transport aviation oil simple structure, the pipeline layout is clear.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the application.

Drawings

FIG. 1 is a front view of the line refuelling vehicle of the present application from one angle;

FIG. 2 is a front view of the line refuelling vehicle of the present application from another angle;

FIG. 3 illustrates a rear view of the line refuelling vehicle of the present application;

FIG. 4 is a front view of a chassis girder of the line refuelling vehicle of FIG. 1;

FIG. 5 is a top view of a chassis girder of the line refuelling vehicle of FIG. 1;

FIG. 6 is a front view of a drop section of the chassis girder shown in FIG. 4;

FIG. 7 is a front view of the lift of the line refuelling vehicle of FIG. 1;

FIG. 8 is a side view of the lift of the line refuelling vehicle of FIG. 1;

FIG. 9 is a top plan view of the lift device of the line refuelling vehicle of FIG. 1;

FIG. 10 is a schematic diagram of an exemplary embodiment of a lift assembly of the lift device shown in FIG. 7;

FIG. 11 is a front view of the leaf spring assembly of the line refuelling vehicle of FIG. 1;

FIG. 12 is a top plan view of the leaf spring assembly of the line refuelling vehicle of FIG. 11;

figure 13 is a partial front view of a first leaf spring blade of the leaf spring assembly shown in figure 11;

fig. 14 is a partial front view of any one of the leaf spring blades of the leaf spring assembly shown in fig. 11, except for the first leaf spring blade;

FIG. 15 is a block circuit diagram of the line refueler circuit of the line refueler of the present application;

FIG. 16 is a circuit block diagram illustrating a particular exemplary embodiment of a fuel line truck circuit for a fuel line truck according to the present application.

Detailed Description

Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of apparatus consistent with certain aspects of the present application, as detailed in the appended claims.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. Unless otherwise defined, technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this application belongs. The use of "first," "second," and similar terms in the description and in the claims does not indicate any order, quantity, or importance, but rather is used to distinguish one element from another. Also, the use of the terms a, an, etc. do not denote a limitation of quantity, but rather denote the presence of at least one. "plurality" or "a number" means two or more. Unless otherwise indicated, "front," "back," "lower," and/or "upper," and the like are for convenience of description, and are not limited to one position or one spatial orientation. The word "comprising" or "comprises", and the like, means that the element or item listed as preceding "comprising" or "includes" covers the element or item listed as following "comprising" or "includes" and its equivalents, and does not exclude other elements or items. The terms "connected" or "coupled" and the like are not restricted to physical or mechanical connections, but may include electrical connections, whether direct or indirect. As used in this specification and the appended claims, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

The application provides a pipeline tank service truck includes electronic chassis, adds oil pipe way subassembly and facial make-up subassembly. The electric chassis comprises a chassis girder and a battery pack assembled on the chassis girder. The upper assembly component is assembled on a crossbeam of the chassis and comprises a lifting platform capable of lifting. The oil filling pipeline assembly comprises a ground well joint, an oil filling joint and an oil conveying pipe connected with the ground well joint and the oil filling joint. The oil delivery pipe surrounds the outer edge of the crossbeam of the chassis. The refueling joint is used for being connected with a refueling port of an airplane. The ground well joint is detachably connected to the chassis crossbeam, and the oil filling joint is detachably connected to the lifting platform.

The application provides a pipeline tank service truck, electronic chassis, add oil pipe way subassembly and facial make-up subassembly. The electric chassis comprises a chassis crossbeam and a battery pack. The upper assembling component is assembled on a crossbeam of the chassis. Therefore, the battery pack supplies power to the upper assembly on the crossbeam of the chassis, so that the pollution to the environment is reduced, and the chassis is safe and economical. The upper assembly component comprises a lifting platform capable of lifting. The lift platform assists the refueller in moving closer to the fuel filler port of the aircraft to operate the fuel filler port that docks the fuel filler line assembly to the aircraft. The oil filling pipeline assembly comprises a ground well joint, an oil filling joint and an oil conveying pipe. The oil delivery pipe surrounds the outer edge of the crossbeam of the chassis. The refueling joint is used for being connected with a refueling port of an airplane. The ground well joint is detachably connected to the chassis girder. The refueling joint is detachably connected to the lifting platform. So, through the ground well joint, refuel and connect and defeated oil pipe with the oil transportation to the aircraft of ground well, transport oil structure is simple, and the pipeline layout is clear.

Fig. 1 shows an angled front view of a line refuelling truck 1 as provided herein. Fig. 2 is a front view of the line refuelling truck 1 from another angle. Fig. 3 is a rear view of the line refuelling truck 1 provided in the present application. Referring to fig. 1-3, the linerboard 1 is primarily used in the interior of an airport for refueling aircraft. The pipeline refueling truck 1 comprises an electric chassis 2, a refueling pipeline assembly 3 and an upper assembly 4, wherein the electric chassis 2 comprises a chassis girder 5 and a battery pack 6 assembled on the chassis girder 5. The battery pack 6 is used as an energy source for driving the pipeline refueling truck 1 to run, the problem of tail gas emission is solved, and pollution is greatly reduced. The upper assembly 4 is assembled to the chassis frame 5. In this embodiment, the battery pack 6 and the upper assembly 4 are assembled to the chassis frame 5, and power can be supplied to the upper assembly 4 through the battery pack 6 to operate the upper assembly 4 to refuel the aircraft. Therefore, the pipeline refueling truck 1 can be driven by electric power and utilize electric energy to refuel the airplane, effectively solves the problem of environmental pollution, and is safe and economical. In the application, based on the improvement on the pipeline fuelling vehicle 1, the design requirement that the height of the pipeline fuelling vehicle 1 is less than or equal to 2m is realized, the relevant specification requirements of the pipeline fuelling vehicle 1 are met, and the specific improvement of the pipeline fuelling vehicle 1 will be described in detail below.

In some embodiments, the upper assembly 4 comprises a liftable lifting platform 7. The chassis girder 5 comprises a downwardly concave sinker segment 8. The lifting platform 7 is supported and assembled above the sinking section 8. The lifting platform 7 can move up and down in the height direction of the lifting platform, so that the distance between the lifting platform 7 and the oil filling port of the airplane can be changed, and an oil filling pipeline assembly 3 can be conveniently butted with the oil filling port of the airplane on the lifting platform 7 by an oil filler. The pipeline fuelling vehicle comprises a drive wheel 9, the chassis girder 5 being located above the drive wheel 9. The lifting platform 7 is assembled at the sinking section 8 of the chassis girder 5, so that the bottom end of the lifting platform 7 is lower than the top end of the driving wheel 9, the overall height of the pipeline fuelling vehicle 1 is reduced, and the top end of the lifting platform 7 is not more than 2m away from the ground in a natural state, so that the relevant specification requirements of the pipeline fuelling vehicle 1 are met. In some embodiments, the top end of the lift platform 7 may rise up to 3300mm above the ground sufficient for a refuelling crew to be able to connect the fuel filler pipe assembly 3 to the aircraft's fuel filler opening.

Fig. 4 is a front view of the chassis girder 5 of the line tank truck 1 shown in fig. 1. Fig. 5 is a plan view of the chassis girder 5 of the line truck 1 shown in fig. 1. Fig. 6 is a front view of the sinker segment 8 of the chassis girder 5 shown in fig. 4. As shown in fig. 4, 5, 6, in some embodiments, the chassis girder 5 further includes a front support section 10 connected to a front end of the sinker segment 8 and a rear support section 11 connected to a rear end of the sinker segment 8, wherein a front end of the front support section 10 is inclined downward. The line oiler 1 includes a cab 12, and the cab 12 is assembled to a front end of the chassis frame 5. In this embodiment, the cab 12 is assembled on the front end of the front support section 10, and the front end of the front support section 10 is inclined downward compared with the rear end of the front support section 10, so that the bottom of the cab 12 is lowered compared with the rear end of the front support section 10, thereby reducing the height of the cab 12 and ensuring that the height of the top end of the cab 12 from the ground is not more than 2m.

In some embodiments, the front support section 10 is connected to the front end of the sinker section 8. The rear support section 11 is connected to the rear end of the sinking section 8. The sunken section 8 is sunken downwards, and the upper surface of the sunken section 8 is lower than the upper surfaces of the front support section 10 and the rear support section 11. The lower surface of the sinker segment 8 is lower than the lower surfaces of the front and

rear support segments

10 and 11. The front support section 10 is used to support the cab 12 and the battery pack 6. The lower sinker segment 8 and the rear support segment 11 are used to support the upper assembly 4, wherein the lifting platform 7 of the upper assembly 4 is assembled to the lower sinker segment 8. Therefore, the cab 12, the battery pack 6 and the upper assembly 4 assembled on the chassis girder 5 are reasonably and compactly arranged, the occupied space is reduced, and the whole pipeline refueling truck 1 is miniaturized. The sinking section 8 is sunk downwards, so that a containing space 33 can be formed, the containing space 33 is used for assembling the lifting platform 7, the height of the top end of the lifting platform 7 from the ground can be reduced, and the overall height of the pipeline fuelling vehicle 1 is ensured to be reduced and not to exceed 2m. In some embodiments, the distance between the upper surfaces of the front and

rear support sections

10, 11 and the upper surface of the sinker section 8 is 190mm. In some embodiments, the height of the lift platform 7 when not raised is 1580mm. In some embodiments, the front support section 10 is hollowed out. In some embodiments, the rear support section 11 is hollowed out. In some embodiments, sinker segment 8 is hollowed out. The front supporting section 10, the rear supporting section 11 and the sinking section 8 are hollowed out, so that the manufacturing materials of the chassis girder 5 can be reduced, resources are saved, and the weight of the chassis girder 5 is reduced.

In some embodiments, the length of the chassis frame 5 ranges from 6000mm to 6100mm. In some embodiments, the width of the sinker segment 8 ranges from 750mm to 850mm. In some embodiments, the length of the front support section 10 ranges from 1500mm to 1600mm. In some embodiments, the length of the rear support section 11 ranges from 2100mm to 2200mm.

In some embodiments, the upper surface of the sinking section 8 is a horizontal plane, the front support section 10 includes a front section plane 34 parallel to the upper surface of the sinking section 8, the rear support section 11 includes a rear section plane 35 parallel to the upper surface of the sinking section 8, the front section plane 34 is flush with the rear section plane 35 in the height direction, and the height difference between the upper surface of the sinking section 8 and the front and rear section planes 34 and 35 ranges from 180mm to 200mm. The upper surface of the sinking section 8 is in a horizontal state, and the lower surface of the lifting platform 7 is also in a horizontal state, so that the lifting platform 7 is assembled on the upper surface of the sinking section 8, the level of the mounting surface of the lifting platform 7 is ensured, and the mounting stability of the lifting platform 7 is improved. The front section plane 34 and the rear section plane 35 are level in height, so that the stress generated by the transitional connection of the sinking section 8 and the front support section 10 is the same as the stress generated by the transitional connection of the sinking section 8 and the rear support section 11, the load transfer of the chassis girder 5 is balanced, and the stability is improved.

In some embodiments, chassis girder 5 includes a front connection section 36 connecting sinker segment 8 with front support section 10, and a rear connection section 37 connecting sinker segment 8 with rear support section 11, a lower end of front connection section 36 is connected with sinker segment 8, an upper end is connected with front support section 10, a lower end of rear connection section 37 is connected with sinker segment 8, an upper end is connected with rear support section 11, an upper end of front connection section 36 is inclined with respect to a vertical plane to a side away from rear connection section 37, and an upper end of rear connection section 37 is inclined with respect to a vertical plane to a side away from front connection section 36. The front connecting section 36 can realize the transition of the height difference between the front supporting section 10 and the sinking section 8, and the front connecting section 36 arranged obliquely is beneficial to the load transmission between the front supporting section 10 and the sinking section 8, so that the stress concentration at the front connecting section 36 is avoided. The transition of difference in height between section 8 and the back support section 11 can be realized sinking to back linkage segment 37, and the back linkage segment 37 that the slope set up is favorable to the load to transmit between section 8 and the back support section 11 sinking, avoids appearing stress concentration in back linkage segment 37 department. In one embodiment, in the horizontal plane, in the width direction (Y direction in fig. 5) perpendicular to the vehicle body length direction, the width dimension of the front connecting section 36 is the same as the widths of the sunken section 8 and the front support section 10, and the front connecting section 36 is connected between the front end of the sunken section 8 and the front support section 10, so that the front end of the sunken section 8 is connected with the front support section 10 more stably and is not broken due to stress concentration caused by sudden change of the section. The rear connecting section 37 is used for connecting the rear end of the sinking section 8 and the front support section 10, so that the rear end of the sinking section 8 is more stably connected with the rear support section 11, and the rear connecting section cannot be broken due to stress concentration caused by sudden change of the section. The connection of the sink piece 8 to the front carrier piece 10 by the front connecting piece 36 and the connection of the sink piece 8 to the rear carrier piece 11 by the rear connecting piece 37 improve the overall stability of the chassis girder 5. The front connecting section 36 is inclined towards the front supporting section 10 relative to the vertical direction, and the rear connecting section 37 is inclined towards the rear supporting section 11 relative to the vertical direction, so that the corresponding space of the upper surface of the sinking section 8 in the vertical direction is enlarged towards two sides, and the assembly of the lifting platform 7 is facilitated. Moreover, when the upper assembly component 4 is assembled, stress concentration at the sinking section 8 and the peripheral area thereof is avoided, and the stability of the chassis girder 5 is improved.

With continued reference to fig. 5, in some embodiments, sinker segment 8 includes a first sinker beam 38 and a second sinker beam 39 extending in the fore-and-aft direction (X direction in fig. 5), first sinker beam 38 being disposed parallel to and spaced apart from second sinker beam 39, and sinker segment 8 further includes a connecting beam 40 connecting first sinker beam 38 and second sinker beam 39. In this embodiment, the first sinking beam 38 and the second sinking beam 39 are connected between the front support section 10 and the rear support section 11 at intervals for supporting the lifting platform 7, so that the stress of the supporting lifting platform 7 is balanced, and the stability of the lifting platform 7 is improved. The first sinking beam 38 and the second sinking beam 39 are arranged in parallel, so that the first sinking beam 38 and the second sinking beam 39 are in the same horizontal plane, which is beneficial to balancing the load transmission of the chassis girder 5, and the chassis girder 5 after the upper assembly component 4 is assembled is more stable. The upper surface of tie-beam 40 is direct contact lift platform 7, connects at the first roof beam 38 and the second roof beam 39 that sinks at tie-beam 40 both ends, supports lift platform 7's gravity with tie-beam 40 jointly, and the equilibrium supports lift platform 7's gravity, so, is favorable to improving the 5 holistic stability of chassis girder.

In some embodiments, the front support section 10 comprises a front support front section 41 and a front support rear section 42 that meet, the front support rear section 42 connects the front support front section 41 with the sink section 8, and the front end of the front support front section 41 is inclined downward. In this embodiment, the front support front section 41 supports the cab 12 correspondingly, and the front support rear section 42 supports the battery pack 6 correspondingly. The size of the cab 12 is larger than the size of the battery pack 6, and the height of the cab is also larger than the height of the battery pack 6, and the front support section 41 is arranged to be inclined downward compared with the front support section 42, so that the height of the correspondingly supported cab 12 is reduced to ensure that the overall height of the line refuelling vehicle 1 is not more than 2m.

In some embodiments, the front support rear section 42 is provided as a variable section beam. A larger cross section is adopted at a position with larger bending moment, and a smaller cross section is adopted at a position with smaller bending moment. Such a beam with a cross-section that varies along the axis is called a variable cross-section beam. The bending moment of the front end of the front support rear section 42 is smaller, a smaller cross section is adopted, and the bending moment of the rear end of the front support rear section 42 is larger, a larger cross section is adopted, so that the manufacturing material of the chassis girder 5 is reduced at the front end of the front support rear section 42, the resource is saved, and the weight of the chassis girder 5 is reduced.

In some embodiments, the front support forward section 41 is provided as a uniform cross section beam. And the beam with the same cross section dimension at any position along the length of the beam is a beam with the same cross section. Since the weight of the cab 12 is large and the front support front section 41 correspondingly supports the cab 12, the front support front section 41 is provided as a uniform cross-section beam to improve the bending strength of the front support front section 41, so that the assembly of the cab 12 to the front support front section 41 is more stable. In one embodiment, the length of the front support forward section 41 is less than the length of the front support rearward section 42, and the cross section of the front support forward section 41 is substantially equal to the cross section of the rearward end of the front support rearward section 42.

In some embodiments, the front support rear section 42 includes a first sub-section 43 and a second sub-section 44 which are connected, the first sub-section 43 is connected to the rear end of the front support front section 41, the second sub-section 44 is connected to the front end of the sinking section 8, and the cross section of the first sub-section 43 is gradually increased from front to back. That is, the front support front section 41 and the sinking section 8 are connected in sequence from front to back through the first subsection 43 and the second subsection 44. Because the sinking section 8 is concave compared with other parts of the chassis crossbeam 5, stress concentration is easy to occur at the connecting position of two ends of the sinking section 8, and in order to reduce or avoid the stress concentration, the first subsection 43 in the front support rear section 42 is set as a variable cross-section beam, so that the capability of bearing transverse load and vertical load at the front end of the sinking section 8 is increased, and the risk of deformation or breakage of the connection of the sinking section 8 is reduced. In addition, the battery pack 6 with larger mass is assembled at the first subsection 43, and the cross section of the first subsection 43 is arranged to be gradually increased from front to back, so that the thickness of the first subsection 43 is gradually increased from front to back, the pressure which can be borne is gradually increased, and the supporting effect on the battery pack 6 is better.

In some embodiments, the second sub-section 44 is provided as a constant cross-section beam, and the cross-sectional area of the second sub-section 44 is equal to the cross-sectional area of the large end of the first sub-section 43. In this manner, the strength of the connection of the second subsection 44 to the sunken section 8 may be increased, and the resistance of the second subsection 44 to deformation and damage may be increased due to the second subsection 44 being closer to the sunken section 8 than the first subsection 43. In addition, the rear part of the battery pack 6 is assembled on the second subsection 44, and the second subsection 44 is a beam with the same section, so that the upper surface of the second subsection 44 is horizontal, the bending strength of the second subsection 44 is improved, and the assembly of the second subsection 44 and the battery pack 6 is more stable.

In some embodiments, the rear support section 11 comprises a rear support front section 45 and a rear support rear section 46 which meet, the rear support front section 45 connecting the rear support rear section 46 with the sink section 8, the cross section of the rear support front section 45 being unequal to the cross section of the rear support rear section 46. In this embodiment, the rear end of the lower sinking section 8 is connected to a rear support front section 45 and a rear support rear section 46 in sequence, the rear support front section 45 and the rear support rear section 46 being used for assembling the filter 28, the recovery tank 32, the reel 25 and the filler pipe assembly 3. The cross section of the rear support front section 45 gradually decreases from front to rear, that is, the bottom surface of the rear support front section 45 gradually slopes upward from front to rear. Because the stress concentration of the sinking section 8 of the pipeline fuelling vehicle 1, the weight of the chassis girder 5 is concentrated in the sinking section 8 and the area near the sinking section 8, therefore, the rear support front section 45 close to the sinking section 8 is gradually inclined upwards to avoid the weight of the whole vehicle being concentrated in the sinking section 8 and the area near the sinking section 8, and the stability of the whole vehicle is improved. In some embodiments, the rear forward support section 45 is inclined upwardly at an angle of 4 degrees relative to the bottom end of the sinker segment 8.

In some embodiments, the rear support forward section 45 is provided as a variable section beam, the cross section of the rear support forward section 45 decreasing from front to rear. Rear support anterior segment 45 is the beam of variable cross section, because rear support anterior segment 45 is closer to sinking section 8 than rear support posterior segment 46, can increase the ability that rear support anterior segment 45 resisted deformation and destruction from this. Moreover, the rear end of the rear support front section 45 is far away from the sinking section 8, and the section of the rear end of the rear support front section 45 is small, so that the manufacturing materials of the chassis girder 5 can be reduced, resources are saved, and the weight of the chassis girder 5 is reduced.

In some embodiments, the rear support rear section 46 is configured as a uniform cross-section beam, and the cross-sectional area of the rear support rear section 46 is equal to the cross-sectional area of the large end of the rear support front section 45, thereby reducing the weight of the rear support rear section 46 under the condition that the rear support rear section 46 bears the load. That is, the upper surface of the rear support rear section 46 is horizontal, which increases the bending strength of the rear support rear section 46, thereby making the partial top mount assembly 4 assembled to the rear support rear section 46 more stable.

In some embodiments, the sinker segment 8 is located at 2/3 of the chassis girder 5, and the midpoint of the chassis girder 5 is located at the front end of the midpoint of the sinker segment 8. So set up, make the lift platform 7 of equipment in section 8 department that sinks be close to driver's cabin 12 and set up, need not to assemble the tail end at back support segment 11, optimize whole car overall arrangement, and avoid part lift platform 7 to be in unsettled state, cause the vehicle to drift the tail problem.

With continued reference to fig. 1 and 2, in some embodiments, the fuel filler pipe assembly 3 includes a well sub 13 for coupling to a well bolt and a fuel delivery pipe 15 coupled to the well sub 13, the fuel delivery pipe 15 extending from one side of the tanker 1 through the rear of the truck to the other side of the tanker 1. The well head 13 is used to communicate the oil delivery pipe 15 with a well plug on the surface. The oil delivery pipe 15 surrounds the outer edge of the chassis girder 5, so that the length of the oil delivery pipe 15 is long enough, and the speed of the aviation oil in the oil delivery pipe 15 is slow, so as to reduce the impact of the aviation oil in the oil delivery pipe 15 on other oil filling pipe assemblies 3 communicated with the oil delivery pipe 15. In some embodiments, the flow line 15 comprises a first flow line 16, the first flow line 16 extending from one side of the pipeline fuelling vehicle 1 through the rear of the vehicle to the other side of the pipeline fuelling vehicle 1.

In some embodiments, the battery pack 6 is assembled between the cab 12 and the lift platform 7. In the present application, the weight of the battery pack 6 is larger than that of the upper assembly 4, but the battery pack 6 is located closer to the cab 12 than the upper assembly 4, so that the vibration and impact on the battery pack 6 during driving can be alleviated by assembling a heavy object in a position closer to the cab 12. In some embodiments, the filler line assembly 3 comprises a well head 13, a filler head 14 and a line 15 connecting the well head 13 and the filler head 14, the line 15 surrounding the outer edge of the chassis girder 5, the filler head 14 being adapted to be connected to a filler opening of the aircraft, the well head 13 being detachably connected to the chassis girder 5 and the filler head 14 being detachably connected to the lifting platform 7. The filler pipe assembly 3 is used to deliver the oil from the well to the aircraft filler port, filtered by the filter 28 and metered by the flow meter to refuel the aircraft. Specifically, first connect the ground well on the ground through ground well joint 13, then refueller passes through lift platform 7, can be connected oil filler hole to the aircraft with refueling joint 14, like this, realizes the transport to ground well aviation oil through the oil pipe assembly 3 of pipeline tank service truck 1. When the pipeline fuelling vehicle 1 is not fuelling an aircraft, the ground well joint 13 is assembled on the chassis girder 5 and is close to the cab 12 to prevent the pipeline fuelling vehicle 1 from falling off easily during running; when the pipeline refueling truck 1 refuels an airplane, the ground well joint 13 is taken down from the chassis crossbeam 5 and is connected with a ground well, so that the ground well joint 13 is conveniently connected with the ground well on the ground. When the pipeline fuelling vehicle 1 is not fuelling an aircraft, the fuelling joint 14 is assembled on the lifting platform 7, preventing the damage caused by the large shaking of the fuelling joint 14 when the pipeline fuelling vehicle 1 is running. When the pipeline refuelling truck 1 refuels an aircraft, the refueling joint 14 is taken down from the lifting platform 7 and is connected with a refueling port of the aircraft, so that the refueling joint 14 is conveniently connected with the refueling port of the aircraft.

In some embodiments the oil transport pipe 15 comprises a first oil transport pipe 16 and a second oil transport pipe 17 connected, the well connection 13 being connected to the first oil transport pipe 16, the filling connection 14 being connected to the second oil transport pipe 17, the first oil transport pipe 16 being provided as a rubber hose and extending from one side of the lifting platform 7 via the vehicle tail to the other side of the lifting platform 7. After passing through the first oil delivery pipe 16, the aviation oil passes through the second oil delivery pipe 17 and is finally delivered to the aircraft through the refueling joint 14. The first oil delivery pipe 16 is a rubber pipe and is wound from one side of the lifting platform 7 to the other side of the lifting platform 7 through the tail of the vehicle. Compared with a metal hard pipe, the rubber pipe is convenient for an oiling person to change the moving track of the rubber pipe, and the work of the oiling person is reduced. The first oil delivery pipe 16 is wound around the elevating platform 7 from one side of the elevating platform 7 to the other side of the elevating platform 7 through the vehicle tail. Because first defeated oil pipe 16's length is longer, so set up, can make things convenient for the personnel of refueling to accomodate first defeated oil pipe 16, reduce first defeated oil pipe 16's crookedness.

In some embodiments, the first oil duct 16 extends along the outer contour of the chassis girder 5 and is flush with the lowest face of the chassis girder 5. The first oil delivery pipe 16 is positioned on the extension of the chassis girder 5, so that the assembly area of the upper surface of the chassis girder 5 is not occupied, the assembly surface of the chassis girder 5 is saved, and the arrangement of the battery pack 6 and the upper assembly component 4 on the chassis girder 5 is more reasonable and ordered. The first oil delivery pipe 16 is flush with the lowest surface of the chassis girder 5, and can effectively balance the supporting force of the driving wheel 9 of the pipeline fuelling vehicle 1.

In some embodiments, the second oil delivery pipe 17 includes a deformable pipe 18, an oil inlet pipe 19 connected to an oil inlet end of the deformable pipe 18, and an oil outlet pipe 20 connected to an oil outlet end of the deformable pipe 18, the oil inlet pipe 19 communicating with the first oil delivery pipe 16, and the oil outlet pipe 20 communicating with the oil filling joint 14. In this embodiment, the deformable tube 18 is suspended and connected between the oil inlet tube 19 and the oil outlet tube 20. Wherein, the outlet connection of advancing oil pipe 19 is in the top of deformable pipe 18, and the import of going out oil pipe 20 is connected in the bottom of deformable pipe 18, and like this, there is great height head between the oil feed end of deformable pipe 18 and the oil outlet end of deformable pipe 18, can make deformable pipe 18 not take place folding phenomenon like this to it is smooth and easy to make the transport aviation oil. In addition, the length of the second oil delivery pipe 17 using the non-deformable pipe can be shortened by using the deformable pipe 18, so that the overall layout of the second oil delivery pipe 17 is clear. In some embodiments, the oil inlet tube 19 is a metal tube instead of a hose in the related art, so that the movement track of the deformable tube 18 is in accordance with the stroke. The deformable tube 18 in some embodiments is a hose having flexibility, ease of movement, and flexibility for bending.

In some embodiments, an oil inlet joint 21 is provided between the deformable tube 18 and the oil inlet tube 19, an oil outlet joint 22 is provided between the deformable tube 18 and the oil outlet tube 20, the oil outlet tube 20 is fixed to the lifting platform 7, the oil inlet joint 21 is located above the oil outlet joint 22, and the deformable tube 18 extends when the lifting platform 7 is raised and bends when the lifting platform 7 is lowered. The oil feed joint 21 is used to communicate the deformable pipe 18 and the oil feed pipe 19. The outlet joint 22 is used to communicate the deformable tubing 18 and the outlet tubing 20. In the process of delivering the aviation oil to the oil filling port of the airplane, the aviation oil firstly descends through the oil inlet joint 21 and then ascends through the oil outlet joint 22. Therefore, the oil inlet joint 21 is located above the oil outlet joint 22, so that the impact strength of the aviation oil can be increased, the aviation oil rises more smoothly through the oil outlet joint 22, and the aviation oil conveying efficiency is improved. When the aircraft is refueled, the lifting platform 7 can rise, and the deformable pipe 18 extends along with the lifting platform, so that the smooth process of transporting the aircraft oil is facilitated, and the efficiency of transporting the aircraft oil is improved. After refueling is completed, the height of the lifting platform 7 is reduced, and then the deformable pipe 18 is bent, so that the height of the whole pipeline refueling truck 1 is reduced, and the height of the pipeline refueling truck 1 is not more than 2m.

In some embodiments, the flowline 20 includes a rigid pipe section 23 and a flexible pipe section 24 connected together, the rigid pipe section 23 being made of a non-elastic material, the flexible pipe section 24 being made of an elastic material, the rigid pipe section 23 connecting the deformable tubing 18 to the flexible pipe section 24, the flexible pipe section 24 connecting the rigid pipe section 23 to the refueling adapter 14, the rigid pipe section 23 being secured to the lift platform 7. The rigid pipe section 23 is made of a metallic material, and the rigid pipe section 23 passes through the elevating platform 7 and communicates with a flexible pipe section 24 placed inside the elevating platform 7. The oil outlet pipe 20 is connected with the lifting platform 7 more stably and reliably by fixedly connecting the hard pipe section 23 with the lifting platform 7. When the pipeline fuelling vehicle 1 is running, the hard pipe section 23 is not easy to fall off from the lifting platform 7. Moreover, when the refueling personnel pulls the refueling joint 14, the hard pipe section 23 is not easy to deform, and the refueling efficiency is not influenced. The hose section 24 has a preset length and is placed in the lifting platform 7 in a winding manner, and the hose section 24 can easily change the moving track, so that the pulling of the refueling personnel is facilitated, and the refueling joint 14 can be conveniently connected with the fuel filling port of the aircraft by the refueling personnel.

In some embodiments, the top loading assembly 4 further comprises a reel 25, the reel 25 is assembled at the rear end of the chassis frame 5, the fuel filling pipe assembly 3 further comprises a third fuel conveying pipe 26 and a second fuel filling joint 27 wound around the reel 25, the fuel inlet end of the third fuel conveying pipe 26 is communicated with the ground well joint 13, the fuel outlet end of the third fuel conveying pipe is communicated with the second fuel filling joint 27, and the second fuel filling joint 27 is used for connecting with a fuel filling port of the aircraft. In this embodiment, if the pipeline refuelling truck 1 needs to refuel a small airplane with a low fuel filler, the second fuel filler joint 27 is connected to the fuel filler of the small airplane, and the small airplane does not need to be refueled by the lifting platform 7, so as to reduce the operation steps of the refueler and reduce the workload of the refueler. During the refueling process, the aviation fuel is delivered to the small aircraft through the first fuel delivery pipe 16, through the third fuel delivery pipe 26 and the second refueling joint 27. The reel 25 is used to wind the third oil delivery pipe 26, and improves the overall appearance of the line tank truck 1. In some embodiments, the third oil conveying pipe 26 is made of an elastic material, so that the moving track is easy to change, and the pulling of the refueling personnel is convenient. In some embodiments, reel 25 comprises a reel winder. The reel device comprises a hydraulic cycloid motor, a chain and a gear. The pan winder drives the chain through a hydraulic gerotor motor so that the chain drives the gear to rotate, and the third oil delivery pipe 26 can be collected.

In some embodiments, the fuel filler pipe assembly 3 further comprises a strainer 28 connected to the first flow line 16, and the oil inlet end of the third flow line 26 is connected to the oil outlet end of the strainer 28. In this embodiment, the filter 28 is used to filter impurities in the aviation fuel to make the aviation fuel delivered to the aircraft cleaner and more reliable. The filter 28 is connected between the first oil line 16 and the third oil line 26 so that the aviation fuel transported in the third oil line 26 is filtered, thereby cleaning and reliably transporting the aviation fuel to the small aircraft.

In some embodiments, the oil inlet end of the oil inlet tube 19 is connected to the oil outlet end of the filter 28. In this way, the aviation fuel transported after the fuel inlet pipe 19 is filtered, so that the aviation fuel delivered to the airplane is clean and reliable.

In some embodiments, the fuel filler pipe assembly 3 further includes a first control valve 29, a second control valve 30, and a second oil inlet pipe 31. The first control valve 29 is provided in the oil inlet pipe 19 and is used for controlling the on/off of the oil inlet pipe 19. The oil inlet end of the second oil inlet pipe 31 is connected to the filter 28, and the oil outlet end is connected to the oil inlet end of the third oil delivery pipe 26. The second control valve 30 is disposed in the second oil inlet pipe 31, and is used for controlling the on/off of the second oil inlet pipe 31. The oil inlet pipe 19 and the second oil inlet pipe 31 are made of a non-elastic material, so that the connection with the first control valve 29 and the second control valve 30 is stable and is not easily deformed. By arranging the first control valve 29 and the second control valve 30, a transportation path for selecting the aviation oil is selected, so that the aviation oil filtered by the filter 28 is delivered to the second oil delivery pipe 17 or the third oil delivery pipe 26 without interference.

In some embodiments, the upper assembly 4 includes a recovery tank 32 connected to the fuel filler pipe assembly 3 for recovering the fuel overflowing the fuel filler pipe assembly 3 to prevent waste of the fuel.

Fig. 7 is a front view of the lifting device 49 of the line refuelling truck 1 shown in fig. 1. Fig. 8 is a side view of the lifting device 49 of the line refueller 1 shown in fig. 1. Fig. 9 is a top view of the lifting device 49 of the line refueller 1 as shown in fig. 1. Referring to fig. 1, 7, 8 and 9, in some embodiments, the pipeline fuelling vehicle 1 includes a lifting device 49 assembled to an outer edge of the chassis frame 5; the lifting device 49 includes a tray 50, and the oil tube 15 is supported in the oil tube accommodating space 51 of the tray 50. The lifting device 49 serves to support the oil delivery tube 15 around the outer edge of the chassis girder 5. The lifting device 49 is assembled on the outer edge of the chassis girder 5, corresponds to the position of the oil delivery pipe 15, does not occupy the assembly space on the upper surface of the chassis girder 5, and is reasonable in design. Hoisting device 49 props up defeated oil pipe 15 through the tray, avoids defeated oil pipe 15 to contact ground, causes the wearing and tearing problem.

In some embodiments, the lifting device 49 is provided with a plurality of sets arranged along the extension of the oil delivery pipe 15, together supporting the oil delivery pipe 15. The multiple groups of lifting devices 49 are distributed on the outer edge of the chassis girder 5 to support the oil conveying pipe 15 together, so that the oil conveying pipe 15 is prevented from being bent easily, and the supporting effect is good.

In some embodiments, the lifting device 49 includes a device body 52, a lift assembly 53, and a tray 50. The device body 52 includes a connection end 520, and the connection end 520 is used for connecting with the line tank truck 1. The lifting assembly 53 includes a fixed base 54 and a movable member 55, the fixed base 54 is assembled to the device body 52 and fixed to the device body 52, and the movable member 55 is assembled to the fixed base 54 in a lifting manner. The tray 50 is connected to the movable piece 55, and the tray 50 is formed with a delivery pipe accommodation space 51. One end of the device body 52 is a connecting end 520, and the connecting end 520 is connected with the outer edge of the chassis frame 5. Tray 50 is attached to the bottom end of stationary base 54 and is connected to a movable member 55 within stationary base 54. The tray 50 is raised or lowered by the raising or lowering of the movable member 55. The tray 50 is formed with a delivery pipe receiving space 51, the delivery pipe receiving space 51 receiving the delivery pipe 15, and the movable member 55 moves the tray 50 up or down and also moves the delivery pipe 15 up or down. Specifically, when the pipeline fuelling vehicle 1 is not close to some small aircraft, the movable member 55 can be moved downward to drive the tray 50 to descend, and then the oil delivery pipe 15 on the tray 50 descends, so that the position of the descended oil delivery pipe 15 is below the engine of the small aircraft. Furthermore, when the pipeline refuelling truck 1 is close to the small airplane, the refuelling personnel can avoid the problem that the oil delivery pipe 15 collides with the engine of the small airplane in the process of taking off the oil delivery pipe 15 on the tray 50, so as to eliminate potential safety hazards. In some embodiments, the height of the bottom end of the engine of some small aircraft is less than 400mm from the ground, and the movable member 55 in this embodiment can drive the tray 50 to descend to a position less than 400mm from the ground. In some embodiments, the device body 52 is a fixed plate.

Fig. 10 is a schematic structural view of an exemplary embodiment of the lifting assembly 53 of the lifting device 49 shown in fig. 7. In some embodiments, lift assembly 53 includes an oil cylinder 56, where oil cylinder 56 includes a cylinder body 57 and a piston rod 58 telescopically assembled to cylinder body 57, where cylinder body 57 forms stationary base 54 and piston rod 58 forms movable member 55. In this embodiment, the lifting of the tray 50 is achieved by the oil cylinder 56 and the piston rod 58. Specifically, the piston rod 58 is disposed in the cylinder 56 and can perform a telescopic motion. When the piston rod 58 moves downward relative to the cylinder 56, the tray 50 descends therewith; when the piston rod 58 moves upward relative to the cylinder 56, the tray 50 rises. Thus, the lifting effect of the driving tray 50 is good, and the structure is simple. In some embodiments, the rams 56 are hydraulic rams.

With continued reference to fig. 7-9, in some embodiments, the tray 50 includes a supporting plate 59 and a first blocking member 60 connected to each other, the supporting plate 59 is connected to the movable member 55, the first blocking member 60 is disposed on the opposite side of the connecting portion between the supporting plate 59 and the movable member 55 and protrudes from the upper surface of the supporting plate 59, and the supporting plate 59 and the first blocking member 60 together define the oil pipe accommodating space 51. The lower end of the movable member 55 is connected to the support plate 59, so that the support plate 59 is lifted and lowered as the movable member 55 is lifted and lowered. A first stopper 60 is formed to protrude upward from the upper surface of the support plate 59. In some embodiments, the first blocking member 60 is vertically upward and bent with the horizontal bracket 59 to form an accommodating space, which is a pipe accommodating space 51 capable of accommodating the oil pipe 15. So, simple structure holds defeated oil pipe 15 effectual. In some embodiments, the first blocking member 60 is hollowed out to save manufacturing materials, reduce cost, reduce the overall weight of the tray 50, and facilitate the moving member 55 to drive the tray 50 to move up and down. In some embodiments, support plate 59 includes a through hole through which the lower end of moveable member 55 passes and is bolted to the lower end of support plate 59.

In some embodiments, the device body 52 includes a second blocking member 61 extending toward the supporting plate 59, and when the movable member 55 is raised to the limit position, the supporting plate 59, the first blocking member 60, and the second blocking member 61 together enclose the oil pipe accommodating space 51. In this embodiment, a second stopper 61 is fixed below the device body 52, the second stopper 61 extends outward from the vertical surface of the device body 52 and is bent downward, and is disposed opposite to the first stopper 60 in the vertical direction, so that the second stopper 61, the first stopper 60 and the supporting plate 59 together enclose the oil pipe accommodating space 51, thereby circumferentially surrounding the oil pipe 15 and preventing the oil pipe 15 from falling off.

In some embodiments, the end of the first stop 60 is directly opposite the end of the second stop 61 with a gap 62, the gap 62 being smaller than the diameter of the oil pipe 15. A gap 62 is formed between the end of the second blocking member 61 bent downward and the top end of the first blocking member 60, so as to prevent the first blocking member 60 from contacting the second blocking member 61 during the ascending process, and thus the first blocking member 60 and the second blocking member 61 are damaged. The gap 62 is small compared with the diameter of the oil delivery pipe 15, and the oil delivery pipe 15 is effectively prevented from falling off from the gap 62.

In some embodiments, the lifting device 49 includes an outer cylinder 63 and an inner cylinder 64, the outer cylinder 63 is connected to the device body 52 and sleeved outside the fixed base 54, the inner cylinder 64 is connected to the tray 50 and sleeved outside the movable member 55, the inner cylinder 64 slides inside the outer cylinder 63 during the lifting and lowering of the movable member 55, and the outer cylinder 63 and the inner cylinder 64 are circumferentially kept relatively fixed. The upper end of the outer cylinder 63 is fixedly connected with the device body 52, and the lower end is a free end. The outer cylinder 63 fixes the fixed base 54 to the apparatus body 52, and the outer cylinder 63 covers the fixed base 54 and the movable member 55 to protect the fixed base 54 and the movable member 55. The inner cylinder 64 is fitted between the inside of the outer cylinder 63 and the outside of the fixed base 54. The upper end of the inner cylinder 64 is a free end, and the lower end is fixedly connected to the upper surface of the supporting plate 59. The inner cylinder 64 moves up and down as the pallet 59 moves up and down. During the lifting of the movable member 55, a circumferential movement problem may occur, thereby affecting the lifting of the carrying tray 50. Therefore, the bottom end of the inner cylinder 64 is fixedly connected with the upper surface of the supporting plate 59, meanwhile, the outer cylinder 63 and the inner cylinder 64 are kept relatively fixed in the circumferential direction to limit the movement of the inner cylinder 64 in the circumferential direction, and further, the inner cylinder 64 limits the movement of the supporting plate 59 in the circumferential direction, so that the movable piece 55 drives the tray 50 to have a good lifting effect in the lifting process. In some embodiments, the outer cylinder 63 has a cross section that is the same as the cross section of the inner cylinder 64 and is non-circular, so that the outer cylinder 63 can effectively limit the circumferential movement of the inner cylinder 64. In some embodiments, the bottom end of the inner barrel 64 is connected to the support plate 59 by welding.

Referring to fig. 7 and 8, in some embodiments, the lifting device 49 includes a connector 69. The outer cylinder 63 includes a plurality of connection positions in the height direction. The coupling member 69 is detachably coupled between the outer cylinder 63 and the device body 52, optionally at a certain coupling position, so that the height adjustment of the outer cylinder 63 can be achieved. In some embodiments, the connector 69 includes a connecting plate 70 and a support bar 71, wherein the connecting plate 70 is connected to the device body 52 and the support bar 71 is connected between the connecting plate 70 and the outer cylinder 63.

In some embodiments, the lifting device 49 includes a stop 72. The limiting member 72 is inserted into and fixed to the outer cylinder 63 and the fixing base 54, and is used for limiting the outer cylinder 63 and the fixing base 54, and effectively preventing the fixing base 54 from sliding down. In some embodiments, the retaining member 72 comprises an axial pin stop.

In some embodiments, the support plate 59 includes a bottom plate 65 and a top plate 66, the top plate 66 is disposed above the bottom plate 65, and both ends of the top plate 66 respectively extend beyond both ends of the bottom plate 65. In the vertical direction, the bottom plate 65 and the top plate 66 are disposed up and down, so that the supporting plate 59 has a double-plate structure to increase the supporting strength of the supporting plate 59. In some embodiments, moveable member 55 is coupled to base plate 65. In some embodiments, the bottom end of the inner barrel 64 is fixedly attached to the upper surface of the base plate 65.

In some embodiments, the lifting device 49 further comprises a second tray 67 connected to the bottom plate 65, the second tray 67 extending in the direction of extension of the oil delivery tube 15 and being supported below the oil delivery tube 15, and the top plate 66 being supported above the bottom plate 65 beyond the connection of the second tray 67 to the bottom plate 65. The second tray 67 is connected with the end of the bottom plate 65 along the extending direction of the oil delivery pipe 15, so that the length of the oil delivery pipe 15 is increased, the folding probability of the oil delivery pipe 15 is reduced, and the effect of supporting the oil delivery pipe 15 is good. The end of the top plate 66 is connected to the second tray 67, so that the upper surface of the top plate 66 is higher than the upper surface of the second tray 67, and the position of the oil delivery pipe 15 at the position of the top plate 66 is heightened, so that the oil delivery pipe 15 at the two positions of the tray 50 and the second tray 67 is in slow transition, the second tray 67 is prevented from being broken, and the second tray 67 is effectively protected.

In some embodiments, the top plate 66 is rounded at both ends. The both ends of roof 66 are the radius angle, that is to say, the both ends of roof 66 are the arc surface, so, reduce the both ends of roof 66 to defeated oil pipe 15's wearing and tearing, and make defeated oil pipe 15 of roof 66 department and defeated oil pipe 15 of second tray 67 department can slowly pass through, effectively protect defeated oil pipe 15.

In some embodiments, the lifting device 49 includes a third stop 68 connected to the second tray 67, the third stop 68 protruding from the upper surface of the second tray 67 that contacts the oil pipe 15 and being located on the opposite side of the first stop 60. In the process of driving of the driving wheel 9, the oil delivery pipe 15 near the driving wheel 9 is likely to touch the driving wheel 9, which is likely to damage the oil delivery pipe 15. Therefore, in this embodiment, the lifting device 49 near the driving wheel 9 is further provided with a third blocking member 68, and the third blocking member 68 is connected to the second tray 67 near the driving wheel 9 to isolate the driving wheel 9 from the oil delivery pipe 15 located at the second tray 67, so that the problem that the driving wheel 9 touches the oil delivery pipe 15 is avoided, and the oil delivery pipe 15 is effectively protected.

Fig. 11 is a front view of the leaf spring assembly 73 of the line refuelling vehicle 1 shown in fig. 1. Fig. 12 is a plan view of the leaf spring assembly 73 of the line refuelling vehicle 1 shown in fig. 11. Referring to fig. 1, 2, 11 and 12, the line tank truck 1 includes a front axle (not shown), a motor-driven chassis 2 and a leaf spring assembly 73. The electric chassis 2 comprises a chassis girder 5. The leaf spring assembly 73 is supported at both ends to the chassis frame 5 and at the middle end to a front axle (not shown) and below the chassis frame 5. The leaf spring assembly 73 is located between the bottom end of the chassis girder 5 and the upper end of the front axle (not shown). The plate spring assembly 73 is an elastic element of the suspension system of the fuel line truck 1, and functions to perform a buffering and reducing action of the vehicle under a condition of a bumpy road or an uneven road when the fuel line truck 1 is running, and also functions to perform a positioning and guiding action when the fuel line truck 1 is running or turning. Therefore, the pipeline refueling truck 1 is more stable and reliable in the running process.

In some embodiments, the line refuelling vehicle 1 includes a cab 12 assembled to the chassis frame 5 above the leaf spring assembly 73. The leaf spring assembly 73 includes a plurality of leaf spring blades 75 stacked in the thickness direction. The plurality of leaf spring blades 75 includes a first leaf spring blade 76 at the uppermost layer. The upper surface of the first leaf spring blade 76 is horizontal. The plurality of leaf spring blades 75 stacked in the thickness direction can increase the entire resistance to pressure of the leaf spring assembly 73, and prevent the leaf spring assembly 73 from being easily broken by the load supported by the leaf spring assembly 73. The uppermost first leaf spring blade 76 among the plurality of leaf spring blades 75 is in a horizontal state in a natural state. When the cab 12 is assembled above the leaf spring assembly 73, the weight of the cab 12 presses down the two ends of the first leaf spring blade 76, so that the cab 12 descends as the two ends of the first leaf spring blade 76 descend, thereby ensuring that the top of the cab 12 is not more than 2m away from the ground, which meets the specifications. In some embodiments, the leaf spring assembly 73 is a 0 arc height configuration. In some embodiments, the leaf spring assembly 73 has a width of 75mm. In some embodiments, the thickness of the straight middle portion of the leaf spring assembly 73 is 100mm. In some embodiments, the number of the plurality of leaf spring leaves 75 includes 1, 2, 3, 4, 5, etc. In a preferred embodiment, the plurality of leaf spring leaves 75 is 3 in number.

In some embodiments, the thickness of the plurality of leaf spring leaves 75 increases from the two ends to the middle end. Since the middle ends of the plurality of leaf spring blades 75 are supported by the front axle (not shown) and the front axle (not shown) is only one supporting point, the middle ends of the plurality of leaf spring blades 75 need a strong bending resistance. Therefore, the thickness of the plurality of leaf spring blades 75 gradually increases from the both ends to the middle end, and the rigidity of the middle end of the plurality of leaf spring blades 75 is enhanced, so that the bending resistance of the plurality of leaf spring blades 75 is enhanced, the plurality of leaf spring blades 75 are not easily bent, and the cab 12 above the leaf spring blades is more stable and reliable.

In some embodiments, the lower surface of the plurality of leaf spring leaves 75 is arcuate in configuration. In the unloaded state, the upper surfaces of the plurality of leaf spring blades 75 are horizontal and the lower surfaces are arc-shaped. In this way, the apexes of the two ends of the leaf spring blade 75 are located above the low point of the middle end of the leaf spring blade 75, so that the bending resistance of the two ends of the leaf spring blade 75 is increased.

In some embodiments, the first leaf spring blade 76 is formed with a tab 77 at each end, the tab 77 is formed with a cavity 78 inside, and the leaf spring assembly 73 further includes a bushing 79 assembled within the cavity 78. The first leaf spring blade 76 is connected to the chassis frame 5 via two end eye tabs 77. The chassis frame 5 is fastened in the cavity 78 of the lug 77 by means of bolts. The cavity 78 is provided with a bushing 79 which is sleeved between the bolt and the inner wall of the rolling lug 77 to prevent the inner wall of the rolling lug 77 from rubbing against the bolt, thereby preventing the loosening phenomenon. The bushing 79 acts as a seal and wear protection.

In some embodiments, leaf spring assembly 73 includes a central pad 80; the plurality of leaf spring blades 75 includes a second leaf spring blade 81 located at the lowermost layer; the central pad 80 is provided in the middle of the bottom end of the second leaf spring blade 81. The cross section of the central pad plate 80 is rectangular, and the upper surface of the central pad plate is attached to the middle area of the lower surface of the second plate spring blade 81, so that the central pad plate 80 and the second plate spring blade 81 are stably and reliably connected. A center pad 80 is detachably attached to the bottom of the second leaf spring blade 81 for adjusting the height of the middle region of the leaf spring assembly 73 in the vertical direction. Specifically, the bottom of the second leaf spring blade 81 is padded with the central base plate 80, so that the middle area of the leaf spring assembly 73 is thickened, and further when the cab 12 is loaded on the leaf spring assembly 73, the degree of pressing down the two ends of the leaf spring assembly 73 is larger, and then the degree of descending the cab 12 is larger, so that the distance between the top end of the cab 12 and the ground is not more than 2m, and the cab meets the specification.

In some embodiments, the leaf spring assembly 73 includes a beveled shim 82 attached to the bottom of the central backing plate 80, with the forward end of the beveled shim 82 increasing in thickness toward the rearward end of the beveled shim 82. A diagonal gasket 82 is provided at the bottom of the center pad plate 80, the diagonal gasket 82 gradually increases in thickness from the front to the rear in a gradually downward inclined state, and the front end of the chassis girder 5 gradually inclines upward from the front to the rear in a gradually upward inclined state. Thus, when the cab 12 is assembled at the front end of the chassis frame 5, the pressure of the cab 12 on the front end of the chassis frame 5 and the inclined gasket 82 can be balanced with each other, so that the assembly of the cab 12 is stable and reliable, and the pipeline fuelling vehicle 1 is more stable and reliable in the driving process.

In some embodiments, the leaf spring assembly 73 includes a middle spacer 85, the middle spacer 85 being clamped to the middle of the adjacent leaf spring blade 75. The middle gasket 85 is arranged between the adjacent leaf spring blades 75, plays roles of buffering, shock absorption and noise elimination, and lightens the impact on a front axle (not shown in the figure), so that the overall stability of the pipeline fuelling vehicle 1 is improved.

In some embodiments, leaf spring assembly 73 includes a retaining member 83; the locking member 83 penetrates the inclined washer 82, the central washer 80 and the plurality of leaf spring blades 75 to lock and connect the inclined washer 82, the central washer 80 and the plurality of leaf spring blades 75. In this embodiment, the locking member 83 penetrates through the stacked inclined spacer 82, the central pad 80 and the plurality of leaf spring blades 75, and both ends of the locking member 83 are locked, so that the stacked inclined spacer 82, the central pad 80 and the plurality of leaf spring blades 75 are locked and connected to prevent loosening, and the locking device is simple in structure and good in locking effect. Specifically, the inclined washer 82, the central pad plate 80, and the plurality of leaf spring blades 75 are provided with a plurality of through holes at the middle thereof. After the angled washer 82, the center pad 80, and the plurality of leaf spring blades 75 are stacked, the plurality of through holes form a communicating passage. The locker 83 passes through the passage and both ends thereof protrude from the lower surface of the inclined washer 82 and the upper surface of the first plate spring blade 76 of the plurality of plate spring blades 75, respectively, and locks both ends of the locker 83, so that the inclined washer 82, the central pad 80, and the plurality of plate spring blades 75 are locked. In some embodiments, retaining member 83 is a central bolt.

In some embodiments, the leaf spring assembly 73 includes a plurality of fasteners 84, which are disposed around the plurality of leaf spring blades 75, and the inner walls of the fasteners 84 abut the plurality of leaf spring blades 75, so that the plurality of leaf spring blades 75 are fastened. The two end covers at the middle position of a plurality of stacked leaf spring blades 75 are equipped with a plurality of fasteners 84, and a plurality of stacked leaf spring blades 75 are wrapped to this fastener 84 circumference, and its inner wall hugs closely in a plurality of leaf spring blades 75's the outside, applys pressure to a plurality of leaf spring blades 75, makes a plurality of leaf spring blades 75 lock connection, prevents that a plurality of leaf spring blades that pile up from taking place skew and dislocation, simple structure, and locking effect is good. In some embodiments, the fasteners 84 comprise U-bolts.

Fig. 13 is a partial front view of the first leaf spring blade 76 of the leaf spring assembly 73 shown in fig. 11. Fig. 14 is a partial front view of any one of the leaf spring blades 75 of the leaf spring assembly 73 shown in fig. 11 except for the first leaf spring blade 76. As shown in connection with fig. 12 and 13, in some embodiments, the thickness of the two end edges of the first leaf spring blade 76 is greater than the thickness of the two end edges of the other leaf spring blades 75. In this way, the connection of the two ends of the first leaf spring blade 76 to the chassis frame 5 is further stabilized. In some embodiments, the thickness of the edges of the first leaf spring blade 76 is 10mm. In some embodiments, the thickness of both end edges of any one leaf spring blade 75 other than the first leaf spring blade 76 is 8mm.

Fig. 15 is a block circuit diagram of the line refueler circuit 153 of the line refueler 1 provided by the present application. As shown in fig. 15, in some embodiments, the linerboard 1 includes linerboard circuitry 153. The line refueller circuit 153 is applied to the line refueller 1. The pipeline refuelling truck circuit 153 includes a battery pack 6, a traveling motor 112, an upper-mounted driving motor 113 and an all-in-one controller 143. The walking motor 112 is connected with the driving wheel 9 and is used for driving the driving wheel 9 to walk. The upper assembling drive motor 113 is connected with the upper assembling component 4 and used for driving the upper assembling component 4 to operate. The all-in-one controller 143 is electrically connected to the battery pack 6, the walking motor 112, and the upper-mounted driving motor 113, and is configured to distribute the electric energy of the battery pack 6 to at least one of the walking motor 112 and the upper-mounted driving motor 113. The traveling motor 112 and the upper drive motor 113 are connected to the battery pack 6 through an all-in-one controller 143. The all-in-one controller 143 may distribute the electric power of the battery pack 6, may distribute the electric power to the travel motor 112, may not distribute the electric power to the upper attachment driving motor 113, may not distribute the electric power to the travel motor 112, or may distribute the electric power to the travel motor 112 and the upper attachment driving motor 113. In some embodiments, the all-in-one controller 143 may distribute the power of the battery pack 6 to other power requiring components.

Fig. 16 is a circuit block diagram illustrating a specific example of the fuel line truck circuit 153 of the fuel line truck 1 provided by the present application. As shown in fig. 16, in some embodiments, the fuel-line truck circuit 153 includes a vehicle controller 142 electrically connected to the all-in-one controller 143 for controlling the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the traveling motor 112 or the upper assembly driving motor 113 according to the state of the fuel-line truck 1 and the state of the upper assembly 4. When the electric energy is supplied to the upper mounting driving motor 113, the upper mounting driving motor 113 drives the upper mounting assembly 4 to operate, the walking motor 112 is powered off, noise pollution is avoided, energy is saved, emission is reduced, and considerable economic benefits are achieved. The vehicle control unit 142 is a core control unit of the entire line fuelling vehicle 1. The vehicle control unit 142 may monitor the states of the plurality of components in the fuel line truck 1, and control the all-in-one controller 143 to distribute the electric power of the battery pack 6 to one of the traveling motor 112 and the upper-mounted driving motor 113 according to the states of the plurality of components. Specifically, the vehicle control unit 142 collects a driving signal of the driving wheel 9 and an operation state signal of the upper assembly 4, and controls the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the traveling motor 112 according to the driving signal of the driving wheel 9 and the operation state signal of the upper assembly 4, so that the driving wheel 9 can travel; or controls the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the upper assembly driving motor 113 so that the upper assembly 4 can be operated. Therefore, the electric energy of the battery pack 6 can be optimally matched, the vehicle state of the pipeline fuelling vehicle 1 can be monitored, and the stability and the reliability of the pipeline fuelling vehicle 1 are improved. In some embodiments, in-line refueller circuitry 153 includes a low voltage power supply 154 electrically coupled to vehicle control unit 142 for supplying power to vehicle control unit 142. In some embodiments, the low voltage power source 154 is electrically connected to the battery pack 6 to convert the high voltage of the battery pack 6 into a low voltage to power the vehicle controller 142. In some embodiments, the fuel line truck circuit 153 includes a PLC controller 158 electrically connected between the low voltage power source 154 and the vehicle controller 142, and the PLC controller 158 is configured to convert the collected signals of the components of the fuel line truck 1 into codes and transmit the codes to the vehicle controller 142.

In some embodiments, the fuel line truck circuit 153 includes a travel motor controller 155 electrically connected to the travel motor 112 for controlling the operating state of the travel motor 112. The travel motor controller 155 is used to control the start and stop of the travel motor 112, and may also control the rotation speed of the travel motor 112. In some embodiments, the travel motor controller 155, the travel motor 112 are integrated into a unitary structure.

In some embodiments, the fuel line truck circuit 153 includes an upper motor controller 156 electrically connected to the upper drive motor 113 for controlling the operating state of the upper drive motor 113. The upper motor controller 156 is used to control the start or stop of the upper drive motor 133 and also to control the rotation speed of the upper drive motor 133.

In some embodiments, the in-line refueller circuitry 153 includes a control switch 157, the control switch 157 electrically connected to the vehicle control unit 142; the vehicle control unit 142 is configured to detect an open/close state of the control switch 157, control the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the travel motor 112 when the control switch 157 is in one of an open state and a close state, and control the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the upper-mounted driving motor 113 when the control switch 157 is in the other of the open state and the close state. In this embodiment, the vehicle controller 142 controls the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the traveling motor 112 and/or the upper-mounted driving motor 113 by monitoring the state of the control switch 157. The operator can operate the control switch 157 to switch the state of the control switch. For example, control switch 157 may be normally open, and when refueling is desired, the operator presses control switch 157 to close control switch 157. For example, when the control switch 157 is turned off, the vehicle controller 142 monitors a low level, which indicates that the driver may need to drive the vehicle, and controls the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the traveling motor 112 without distributing the electric power to the upper-mounted driving motor 113, so that the traveling motor 112 drives the driving wheels 9 to travel; when the control switch 157 is closed, the vehicle control unit 142 detects a high level indicating that the operator may need to refuel the aircraft through the upper assembly 4, and controls the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the upper driving motor 113 and not to the traveling motor 112, thereby allowing the upper assembly 4 to operate normally. Or, when the control switch 157 is turned off, the vehicle control unit 142 monitors a low level, which indicates that the operator may need to refuel the aircraft through the upper assembly 4, and controls the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the upper assembly driving motor 113 and not to the traveling motor 112, so that the upper assembly 4 operates normally; when the control switch 157 is closed, the vehicle control unit 142 monitors a high level indicating that the driver may need to drive the vehicle, and controls the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the traveling motor 112 without distributing the electric power to the upper-mounted drive motor 113, so that the traveling motor 112 drives the drive wheels 9 to travel. Therefore, the state of the control switch 157 is detected by the vehicle control unit 142, the all-in-one controller 143 is controlled to distribute the electric energy of the battery pack 6 to the walking motor 112 and/or the upper-mounted driving motor 113, the circuit structure is simple, and the detection effect is reliable.

In some embodiments, control switch 157 is coupled to vehicle control unit 142 via PLC controller 158. The collected analog signals of the control switch 157 are converted into digital signals by the PLC controller 158, and the digital signals are collectively processed and then sent to the vehicle control unit 142 in batch.

In some embodiments, the fuel line truck circuit 153 includes a gravity sensor 159 for detecting the driver's seat support gravity of the fuel line truck 1, the gravity sensor 159 being electrically connected to the vehicle control unit 142; the vehicle controller 142 is configured to control the all-in-one controller 143 to distribute the electric energy of the battery pack 6 according to the gravity value detected by the gravity sensor 159. A gravity sensor 159 is provided at the driver's seat in the cab 12, and the gravity sensor 159 may detect a gravity value of the driver's seat and transmit the gravity value to the vehicle controller 142 by converting the gravity value into a corresponding signal. The vehicle control unit 142 is configured to control the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the traveling motor 112 if the gravity value detected by the gravity sensor 159 is greater than the gravity threshold. The gravity threshold may be a minimum weight of the driver. For example, if the weight of an adult is 50kg or more and the gravity value detected by the gravity sensor 159 is 50kg or more, it indicates that the driver is sitting on the driver's seat and is immediately or driving, and the all-in-one controller 143 is controlled to distribute the electric power of the battery pack 6 to the traveling motor 112. When the gravity value detected by the gravity sensor 159 is less than 50kg, it indicates that the driver is out of the driver's seat, and the all-in-one controller 143 is controlled to distribute the electric power of the battery pack 6 to the upper mounting driving motor 113. In this way, the gravity sensor 159 is provided, so that the all-in-one controller 143 can appropriately distribute the electric power of the battery pack 6.

In some embodiments, the vehicle controller 142 is configured to control the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the traveling motor 112 if the vehicle controller receives the start signal for starting the in-line refueling truck 1 and the gravity value detected by the gravity sensor 159 is greater than the gravity threshold. In this embodiment, when the vehicle control unit 142 detects the start signal of the fuel line truck 1 and the gravity sensor 159 detects that the supporting gravity of the driver seat is greater than the gravity threshold, it indicates that the driver is seated on the driver seat and is ready to drive the vehicle, and therefore, the vehicle control unit 142 controls the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the traveling motor 112. In some embodiments, the gravitational threshold comprises at least one of 50kg, 55kg, 60kg, 65kg, 70kg, 75kg, 80kg, 85 kg.

In some embodiments, the vehicle controller 142 is configured to control the all-in-one controller 143 to continue to distribute the electric energy of the battery pack 6 to the traveling motor 112 if the fuel-line truck 1 is in the traveling state, the gravity value detected by the gravity sensor 159 is smaller than the gravity threshold, and the duration that the gravity value is smaller than the gravity threshold is smaller than the duration threshold. When the fuel line truck 1 is in the driving state, the gravity value detected by the gravity sensor 159 is smaller than the gravity threshold value in a short time (for example, 1s or 2 s), which indicates that the driver in the driver seat is in a state where the body is away from the driver seat but the driver is sitting on the driver seat immediately after the driver in the driving state. Therefore, the vehicle control unit 142 needs to control the all-in-one controller 143 to continuously distribute the electric energy of the battery pack 6 to the traveling motor 112. In some embodiments, the duration threshold comprises at least one of 1s, 2s, 3s, 4 s.

In some embodiments, the fuel line truck circuit 153 includes a key identification sensor 160 for detecting whether a truck start key of the fuel line truck 1 is in a start position, the key identification sensor 160 being electrically connected to the vehicle controller 142; the vehicle controller 142 is configured to control the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the traveling motor 112 if the vehicle start key detected by the key recognition sensor 160 is in the start position. A key recognition sensor 160 is provided at the vehicle start key, and the key recognition sensor 160 is used to detect whether the vehicle start key is in a start position. The starting position refers to the position of a vehicle starting key when the pipeline refueling vehicle 1 is started. When the key recognition sensor 160 detects that the vehicle start key is in the start position, it indicates that the driver is about to drive the vehicle, and therefore, the vehicle controller 142 controls the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the traveling motor 112. In this way, by providing the key recognition sensor 160, the vehicle controller 142 controls the all-in-one controller 143 to reasonably distribute the electric energy of the battery pack 6.

In some embodiments, the vehicle controller 142 is configured to control the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the traveling motor 112 if the gravity value detected by the gravity sensor 159 is greater than the gravity threshold value and if the vehicle start key detected by the key identification sensor 160 is in the start position. In this embodiment, when the gravity sensor 159 detects that the gravity value on the driver's seat is greater than the gravity threshold while the key identification sensor 160 detects that the vehicle start key is in the start position, it indicates that the driver is seated on the driver's seat and the vehicle is ready to be driven, and therefore the vehicle controller 142 controls the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the travel motor 112. In this way, the gravity sensor 159 and the key identification sensor 160 detect whether the fuel line truck 1 is in a driving state or is about to be in a driving state at the same time, so that the vehicle controller 142 can control the all-in-one controller 143 to distribute power more accurately according to actual conditions.

In some embodiments, the vehicle controller 142 is configured to control the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the upper mounting driving motor 113, or control the all-in-one controller 143 to disconnect the battery pack 6 from both the traveling motor 112 and the upper mounting driving motor 113, if the vehicle start key detected by the key recognition sensor 160 is not in the start position. When the key identification sensor 160 detects that the vehicle start key is not in the start position (the vehicle start key is in the off position or pulled out), it indicates that the driver is not ready to drive the vehicle, but may be ready to refuel the aircraft via the upper assembly 4. Further, the vehicle controller 142 controls the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the upper mounting drive motor 113 according to the detection of the signal transmitted from the key recognition sensor 160. Alternatively, when the key identification sensor 160 detects that the vehicle start key is not in the start position, it indicates that the driver is not ready to drive the vehicle, and the fuel truck 1 does not need to fuel the aircraft, so the vehicle controller 142 controls the all-in-one controller 143 to power off the battery pack 6, the traveling motor 112, and the upper-mounted driving motor 113 according to the detection of the corresponding signal transmitted from the key identification sensor 160. In some embodiments, the vehicle controller 142 may check the state of the upper assembly 4, and when the key recognition sensor 160 detects that the vehicle start key is not in the start position, determine whether to control the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the upper assembly driving motor 113 or to control the all-in-one controller 143 to disconnect the battery pack 6 from both the traveling motor 112 and the upper assembly driving motor 113, according to the state of the upper assembly 4.

In some embodiments, when the key identification sensor 160 detects that the vehicle start key is not in the start position, the vehicle controller 142 detects that at least one of the lifting platform 7, the ground well joint 13, the refueling pipeline assembly 3, the oil pump and the lifting device 49 of the upper assembly 4 is not in position, indicating that refueling operation is required, and controls the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the upper assembly driving motor 113; when the presence of the above-described components of the upper unit 4 is detected, indicating that the refueling operation is not performed, the all-in-one controller 143 is controlled to disconnect the battery pack 6 from both the traveling motor 112 and the upper drive motor 113. In other embodiments, the fuel line truck circuit 153 includes a main power off switch 170 electrically connected to the vehicle controller 142, and the vehicle controller 142 detects an on/off state of the main power off switch 170. When the key identification sensor 160 detects that the vehicle starting key is not at the starting position and the main power-off switch 170 is closed, indicating that the vehicle is stopped and the oil is added, the all-in-one controller 143 is controlled to distribute the electric energy of the battery pack 6 to the upper-mounted driving motor 113; when the key identification sensor 160 detects that the vehicle starting key is not in the starting position and the main power-off switch 170 is turned off, the vehicle is stopped, flameout is performed and oil is not added, and the all-in-one controller 143 is controlled to disconnect the battery pack 6, the walking motor 112 and the upper-mounted driving motor 113; when the key identification sensor 160 detects that the vehicle start key is in the start position and the main power-off switch 170 is closed, indicating that the vehicle is started, the all-in-one controller 143 is controlled to distribute the electric power of the battery pack 6 to the travel motor 112. So, through setting up key identification sensor 160, make vehicle control unit 142 control unification controller 143 rational distribution battery pack 6's electric energy more reasonable more intelligent of distribution of electric energy. In some embodiments, the main power down switch 170 is connected to the hybrid controller 142 via the PLC controller 158. The collected analog signals of the main power-off switch 170 are converted into digital signals through the PLC controller 158, and the digital signals are collectively processed and then are sent to the vehicle control unit 142 in batch.

In some embodiments, the in-line refueller circuitry 153 includes an indicator light 191, and the indicator light 191 is electrically connected to the PLC controller 158 for indicating whether the upper assembly 4 is in place. For example, when any one of the upper assemblies 4 is not mounted in place, the indicator lamp 191 displays red; when all the upper assemblies 4 are mounted in place, the indicator light 191 displays green. Therefore, whether the upper assembly component 4 is installed in place or not can be confirmed in real time by an operator conveniently, and corresponding operation is performed.

In some embodiments, the in-line refuelling vehicle circuit 153 includes a homing sensor 161 for detecting whether the upper-mounted assembly 4 is parked, the homing sensor 161 being electrically connected to the vehicle control unit 142; the vehicle control unit 142 is configured to control the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the upper mounting driving motor 113 if the homing sensor 161 detects that the upper mounting assembly 4 is not parked. A homing sensor 161 is arranged at a position where the upper-mounted assembly 4 is assembled, the homing sensor 161 is used for detecting whether the upper-mounted assembly 4 is parked or not, when the upper-mounted assembly 4 is parked, the homing sensor 161 detects a homing signal and sends the homing signal to the vehicle control unit 142, and the vehicle control unit 142 controls the all-in-one controller 143 to distribute electric energy of the battery pack 6 to the traveling motor 112 according to the homing signal. When the upper assembly 4 is not parked, the parking sensor 161 detects the unreparked signal and transmits the unreparked signal to the vehicle control unit 142, and the vehicle control unit 142 controls the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the upper assembly driving motor 113 according to the unreparked signal. Thus, the vehicle controller 142 controls the all-in-one controller 143 to reasonably distribute the electric energy of the battery pack 6 by arranging the homing sensor 161. In some embodiments, the upper assembly 4 includes a lift platform 7, a pump (not shown), a well head 13, a fill line assembly 3, a lift 49, and the like.

In some embodiments, the in-line fuelling vehicle circuit comprises a homing sensor 161 for detecting whether the lift platform 7 is homed, the homing sensor 161 being electrically connected to the vehicle control unit 142; the vehicle control unit 142 is used for controlling the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the upper-mounted driving motor 113 if the homing sensor 161 detects that the lifting platform 7 is not parked. The homing sensor 161 is arranged at the assembly position of the lifting platform 7, whether the lifting platform 7 is in homing is detected through the homing sensor 161, when the lifting platform 7 is in homing, the homing sensor 161 detects a homing signal of the lifting platform 7 and sends the homing signal of the lifting platform 7 to the vehicle control unit 142, the refueling is stopped to start the vehicle, and the vehicle control unit 142 controls the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the walking motor 112 according to the homing signal of the lifting platform 7. When the lifting platform 7 is not parked, the parking sensor 161 detects a non-parked signal of the lifting platform 7 and sends the non-parked signal of the lifting platform 7 to the vehicle control unit 142, which indicates that the vehicle is parked and the vehicle is refueled, and the vehicle control unit 142 controls the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the upper mounting driving motor 113 according to the non-parked signal of the lifting platform 7. The homing sensor 161 may include a distance measuring sensor, which is provided on the chassis girder 5 below the lifting platform 7, and may detect a distance in a height direction between the chassis girder 5 and the lifting platform 7. The vehicle control unit 142 detects a signal of the distance measuring sensor, if the detected height is greater than a height threshold value, it indicates that the lifting platform 7 is not returned, and controls the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the upper driving motor 113; otherwise, the all-in-one controller 143 is controlled to distribute the electric power of the battery pack 6 to the walking motor 112.

In some embodiments, the in-line fuelling vehicle circuit includes a homing sensor 161 for detecting whether the pump (not shown) is in a homing position, the homing sensor 161 being electrically connected to the vehicle control unit 142; the vehicle control unit 142 is used for controlling the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the upper driving motor 113 if the homing sensor 161 detects that the oil well pump (not shown) is not homing. In some embodiments, a homing sensor 161 is disposed at an assembly position of an oil well pump (not shown), and the homing sensor 161 detects whether the oil well pump (not shown) is in a homing position, when the oil well pump (not shown) is in the homing position, the homing sensor 161 detects a homing signal of the oil well pump (not shown), and sends the homing signal of the oil well pump (not shown) to the vehicle controller 142, which indicates that refueling is stopped and the vehicle is started, and the vehicle controller 142 controls the all-in-one controller 143 to distribute electric energy of the battery pack 6 to the traveling motor 112 according to the homing signal of the oil well pump (not shown). When the oil well pump (not shown) is not in the home position, the home position sensor 161 detects an un-home position signal of the oil well pump (not shown), and sends the un-home position signal of the oil well pump (not shown) to the vehicle control unit 142, which indicates that the vehicle control unit 142 stops and refuels the airplane, and the vehicle control unit 142 controls the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the upper-mounted driving motor 113 according to the un-home position signal of the oil well pump (not shown).

In some embodiments, the line refueller circuitry includes a homing sensor 161 for detecting whether the ground-to-well joint 13 is homed, the homing sensor 161 electrically connected to the vehicle control 142; the vehicle control unit 142 is used for controlling the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the upper-mounted driving motor 113 if the homing sensor 161 detects that the ground well joint 13 is not parked. The homing sensor 161 is arranged at the assembly position of the ground well joint 13, whether the ground well joint 13 is in homing is detected through the homing sensor 161, when the ground well joint 13 is in homing, the homing sensor 161 detects a homing signal of the ground well joint 13 and sends the homing signal of the ground well joint 13 to the vehicle control unit 142 to indicate that refueling is stopped and the vehicle is started, and then the vehicle control unit 142 controls the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the traveling motor 112 according to the homing signal of the ground well joint 13. When the ground well joint 13 is not reset, the reset sensor 161 detects the non-reset signal of the ground well joint 13, and sends the non-reset signal of the ground well joint 13 to the vehicle control unit 142, which indicates that the vehicle is stopped and the airplane is refueled, and then the vehicle control unit 142 controls the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the upper-mounted driving motor 113 according to the non-reset signal of the ground well joint 13.

In some embodiments, the in-line refueller circuitry includes a homing sensor 161 for detecting whether the refueling conduit assembly 3 is homed, the homing sensor 161 electrically connected to the vehicle controller 142; the vehicle control unit 142 is used for controlling the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the upper-mounted driving motor 113 if the homing sensor 161 detects that the fuel filling pipeline assembly 3 is not parked. The homing sensor 161 is arranged at the assembly position of the oil filling pipeline assembly 3, whether the oil filling pipeline assembly 3 is in homing is detected through the homing sensor 161, when the oil filling pipeline assembly 3 is in homing, the homing sensor 161 detects a homing signal of the oil filling pipeline assembly 3, the homing signal of the oil filling pipeline assembly 3 is sent to the vehicle controller 142 to indicate that refueling is stopped to start the vehicle, and the vehicle controller 142 controls the all-in-one controller 143 to distribute electric energy of the battery pack 6 to the traveling motor 112 according to the homing signal of the oil filling pipeline assembly 3. When the fuel filler pipe assembly 3 is not returned, the return sensor 161 detects a non-return signal of the fuel filler pipe assembly 3, and sends the non-return signal of the fuel filler pipe assembly 3 to the vehicle control unit 142, indicating that the vehicle is stopped and the aircraft is refueled, and the vehicle control unit 142 controls the all-in-one controller 143 to distribute the electric energy of the battery pack 6 to the upper-mounted driving motor 113 according to the non-return signal of the fuel filler pipe assembly 3.

In some embodiments, the in-line refueller circuitry includes a homing sensor 161 for detecting whether the lift device 49 is parked, the homing sensor 161 being electrically connected to the hybrid controller 142; the vehicle control unit 142 is configured to control the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the upper-mounted driving motor 113 if the homing sensor 161 detects that the lifting device 49 is not parked. The homing sensor 161 is arranged at the assembling position of the lifting device 49, whether the lifting device 49 is in homing is detected through the homing sensor 161, when the lifting device 49 is in homing, the homing sensor 161 detects a homing signal of the lifting device 49 and sends the homing signal of the lifting device 49 to the vehicle control unit 142 to indicate that refueling is stopped to start the vehicle, and the vehicle control unit 142 controls the all-in-one controller 143 to distribute electric energy of the battery pack 6 to the traveling motor 112 according to the homing signal of the lifting device 49. When the lifting device 49 is not parked, the parking sensor 161 detects the non-parked signal of the lifting device 49 and transmits the non-parked signal of the lifting device 49 to the vehicle control unit 142, indicating that the vehicle is parked and the aircraft is refueled, and the vehicle control unit 142 controls the all-in-one controller 143 to distribute the electric power of the battery pack 6 to the upper-mounted driving motor 113 according to the non-parked signal of the lifting device 49.

It should be noted that the above technical solutions for detecting whether the upper assembly 4 is parked by the parking sensor 161 are only for the feasibility of the description, and should not limit the protection scope of the present application.

In some embodiments, the homing sensor 161 is coupled to the hybrid controller 142 via the PLC controller 158. The collected analog signals of the homing sensor 161 are converted into digital signals by the PLC controller 158, and the digital signals are collectively processed and then are transmitted to the vehicle control unit 142 in batch.

In some embodiments, the line refueller circuitry 153 includes an emergency switch 162 electrically connected to the vehicle controller 142; the vehicle control unit 142 is used for controlling the all-in-one controller 143 to disconnect the battery pack 6, the walking motor 112 and the upper-mounted driving motor 113 if the emergency switch 162 is detected to be closed. When an emergency state (for example, a tire burst of the driving wheel 9, a violent collision of the head against an obstacle, or the like) occurs in the line refueller 1, the operator turns off the emergency switch 162. When the vehicle control unit 142 detects a signal that the emergency switch 162 is turned on, the all-in-one controller 143 is controlled to disconnect the battery pack 6, the traveling motor 112, and the upper mounting drive motor 113, so that the drive wheel 9 cannot travel and the upper mounting assembly 4 cannot operate. So, through setting up emergency switch 162, make vehicle control unit 142 can detect whether pipeline refueller 1 takes place emergency, if pipeline refueller 1 takes place emergency, vehicle control unit 142 controls all-in-one controller 143 with the group battery 6, all cut off power supply with walking motor 112 and facial make-up driving motor 113 to avoid pipeline refueller 1 further to take place the potential safety hazard. In some embodiments, the emergency switch 162 is coupled to the hybrid controller 142 via the PLC controller 158. The acquired analog signals of the emergency switch 162 are converted into digital signals through the PLC controller 158, and the digital signals are collectively processed and then are sent to the vehicle control unit 142 in batch.

In some embodiments, the fuel line truck circuit 153 includes a travel switch 163 disposed above the cab 12 of the fuel line truck 1, the travel switch 163 having a height not less than the height of the upper mount assembly 4 and electrically connected to the vehicle control unit 142; the vehicle control unit 142 is configured to control the all-in-one controller 143 to disconnect the battery pack 6 from both the traveling motor 112 and the upper mount drive motor 113 when the position of the travel switch 163 is detected to be displaced when the line tank truck 1 is in the forward traveling state. The travel switch 163 is one of position switches (also called limit switches). In this embodiment, a travel switch 163 is provided on the top of the line refueler 1. The vehicle control unit 142 determines whether the roof of the line oiler 1 touches an obstacle by detecting whether the travel switch 163 is shifted. For example, if the travel switch 163 is shifted when the truck 1 passes through a tunnel, indicating that the height of the tunnel is lower than the height of the truck 1, the inner roof of the tunnel is lower than the highest position of the upper assembly 4, and the truck 1 cannot pass through the tunnel. Further, the vehicle control unit 142 controls the all-in-one controller 143 to deenergize the battery pack 6, the traveling motor 112, and the upper mount driving motor 113 according to the detected deviation signal of the travel switch 163, so that the driving wheels 9 cannot travel and the upper mount assembly 4 cannot operate. Thus, by setting the travel switch 163, it is determined whether the top of the line tank truck 1 touches an obstacle, and whether the upper-mounted component 4 can pass through, the distribution of the electric energy by the all-in-one controller 143 is controlled, so as to avoid potential safety hazards that may occur in the line tank truck 1. In some embodiments, the travel switch 163 is coupled to the hybrid controller 142 via the PLC controller 158. The collected analog signals of the travel switch 163 are converted into digital signals by the PLC controller 158, and the digital signals are collectively processed and then sent to the vehicle control unit 142 in batch.

It should be noted that the above technical solutions of how the vehicle control unit 142 detects the state of the line-fuelling vehicle 1 are only for the feasibility of the description, and the protection scope of the present application should not be limited thereby.

In some embodiments, the fuel line truck circuit 153 includes a CAN controller 164 coupled between the upper motor controller 156 and the upper assembly 4 for enabling data interaction between the upper motor controller 156 and the upper assembly 4. CAN controller 164 may enable data interaction between the upper motor controller 156 and the upper assembly 4. The CAN controller 164 transmits a control instruction of the upper motor controller 156 to the upper assembly 4, and the upper assembly 4 performs an action according to the control instruction. The CAN controller 164 may also send the operation data of the upper mounted component 4 to the upper mounted motor controller 156, and then the upper mounted motor controller 156 performs judgment processing on the operation data of the upper mounted component 4 to adjust the operation state of the upper mounted component 4. Therefore, data interaction between the upper motor controller 156 and the upper assembly 4 is achieved through the CAN controller 164, and the reliability of the pipeline fuelling vehicle 1 is improved. In some embodiments, the operational data of the upper assembly 4 may be uploaded to an instrument panel (not shown) in the cab 12 to facilitate the driver to monitor the operational status of the upper assembly 4 in real time.

In some embodiments, the fuel line truck 1 further includes a transmission electrically connected between the traveling motor 112 and the driving wheel 9 for changing the rotation speed of the traveling motor 112.

Although the present application has been described with reference to a preferred embodiment, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the application, and all changes, substitutions and alterations that fall within the spirit and scope of the application are to be understood as being covered by the following claims.

Claims

1. A pipeline refueling truck is characterized by comprising an electric chassis, a refueling pipeline assembly and an upper assembly, wherein the electric chassis comprises a chassis girder and a battery pack assembled on the chassis girder; the upper assembly component is assembled on the chassis crossbeam and comprises a lifting platform capable of lifting, the oil filling pipeline component comprises a ground well joint, an oil filling joint and an oil conveying pipe connected with the ground well joint and the oil filling joint, the oil conveying pipe surrounds the outer edge of the chassis crossbeam, the oil filling joint is used for being connected with an oil filling port of an airplane, the ground well joint is detachably connected with the chassis crossbeam, and the oil filling joint is detachably connected with the lifting platform.

2. The line refueller of claim 1, wherein said chassis girder includes a depressed section depressed downward, said lift platform being supported and assembled above said depressed section.

3. The line refueller of claim 2, wherein the chassis girder further comprises a front support section connected to a front end of the dip leg and a rear support section connected to a rear end of the dip leg, wherein a front end of the front support section is inclined downward.

4. The pipeline refuelling truck of claim 1, wherein the oil delivery pipe comprises a first oil delivery pipe and a second oil delivery pipe that are connected, the ground well joint is connected to the first oil delivery pipe, the refuelling joint is connected to the second oil delivery pipe, the first oil delivery pipe is configured as a rubber hose and extends from one side of the lifting platform to the other side of the lifting platform through the truck tail.

5. The pipeline refuelling truck according to claim 4, wherein the second oil delivery pipe comprises a deformable pipe, an oil inlet pipe connected to an oil inlet end of the deformable pipe, and an oil outlet pipe connected to an oil outlet end of the deformable pipe, the oil inlet pipe is communicated with the first oil delivery pipe, and the oil outlet pipe is communicated with the refueling joint;

the deformable pipe with advance to be equipped with the oil feed joint between the oil pipe, the deformable pipe with it connects to go out to be equipped with between the oil pipe, it is fixed in to go out the oil pipe lift platform, the oil feed joint is located the top that goes out the oil joint, the deformable pipe is in lift platform extends when ascending lift platform is crooked when descending.

6. The fuel line truck of claim 5, wherein said fuel line includes a rigid section and a flexible section connected, said rigid section being formed of a non-elastomeric material, said flexible section being formed of an elastomeric material, said rigid section connecting said deformable tube to said flexible section, said flexible section connecting said rigid section to said refueling adapter, said rigid section being secured to said lift platform.

7. The line refuelling vehicle of claim 4, wherein the first transfer line extends along an outer profile of the chassis girder and is flush with a lowermost surface of the chassis girder.

8. The pipeline refuelling truck of claim 4, wherein the top loading assembly further comprises a reel assembled to the rear end of the chassis frame, the refuelling pipeline assembly further comprises a third oil delivery pipe and a second refuelling connector wound around the reel, the oil inlet end of the third oil delivery pipe is communicated with the ground well connector, the oil outlet end of the third oil delivery pipe is communicated with the second refuelling connector, and the second refuelling connector is used for being connected with an oil filler of an aircraft.

9. The in-line refuelling vehicle of claim 8, wherein the refuelling line assembly further comprises a filter connected to the first oil line, the oil inlet end of the third oil line being connected to the oil outlet end of the filter.

10. The line refuelling vehicle of claim 1, comprising a cab assembled to a front end of the chassis frame, the battery pack assembled between the cab and the lift platform; and/or