Oil tank and tank truck

Abstract

The application provides an oil tank and a tank-type refueling vehicle. The oil tank comprises a tank body and a plurality of anti-swing plates. The tank body is formed with an oil loading cavity, and comprises a first tank body section and a second tank body section. The first tank body section comprises a horizontally arranged first upper side wall and an obliquely arranged first lower side wall, the front end of the first lower side wall is upwardly inclined, the second tank body section comprises a horizontally arranged second upper side wall and an obliquely arranged second lower side wall, the rear end of the second lower side wall is upwardly inclined, and the inclination of the first lower side wall is greater than that of the second lower side wall. The plurality of anti-swing plates comprises a plurality of first anti-swing plates and a plurality of second anti-swing plates, and the number of the first anti-swing plates arranged in the first oil loading cavity is less than that of the second anti-swing plates arranged in the second oil loading cavity in the same length.

Description

Technical Field

[0001] This application relates to the field of oil transportation technology, and more specifically, to an oil tank and a tank refueling truck. Background Technology

[0002] With the booming development of the aviation industry and the significant increase in the number of aircraft, the task of aviation fuel supply has increased accordingly, making tank trucks an important means of fuel transportation. Tank trucks carry fuel tanks, which are used to hold fuel. For large-capacity tanks, the impact of the fuel on the tank during transportation can pose safety hazards. Summary of the Invention

[0003] This application provides an oil tank and a tank-type refueling truck, which can improve the anti-sloshing effect on the oil in the tank and improve transportation safety.

[0004] An oil tank, comprising:

[0005] A tank body having an oil filling cavity, the tank body comprising a first tank body segment and a second tank body segment arranged along its length, the first tank body segment being closer to the front end of the tank body than the second tank body segment, and the volume of the first tank body segment being smaller than the volume of the second tank body segment; the oil filling cavity comprising a first oil filling cavity formed in the first tank body segment and a second oil filling cavity formed in the second tank body segment, the first oil filling cavity and the second oil filling cavity communicating; the first tank body segment comprising a horizontally arranged first upper sidewall and an inclined first lower sidewall, the front end of the first lower sidewall being inclined upwards; the second tank body segment comprising a horizontally arranged second upper sidewall and an inclined second lower sidewall, the rear end of the second lower sidewall being inclined upwards; the inclination of the first lower sidewall being greater than the inclination of the second lower sidewall; and

[0006] Multiple anti-sloshing plates are arranged at intervals along the length of the tank body, including multiple first anti-sloshing plates and multiple second anti-sloshing plates. The multiple first anti-sloshing plates are disposed in the first oil filling cavity and assembled with the first tank body segment. The multiple second anti-sloshing plates are disposed in the second oil filling cavity and assembled with the second tank body segment. Within the same length, the number of first anti-sloshing plates disposed in the first oil filling cavity is less than the number of second anti-sloshing plates disposed in the second oil filling cavity.

[0007] Optionally, both the first anti-sloshing plate and the second anti-sloshing plate are arc-shaped plate structures, with the first anti-sloshing plate protruding towards the front end of the tank; and / or the second anti-sloshing plate protruding towards the rear end of the tank.

[0008] Optionally, both the first anti-sway plate and the second anti-sway plate are arc-shaped plate structures, and the radius of curvature of the first anti-sway plate is smaller than that of the second anti-sway plate.

[0009] Optionally, within the first oil filling chamber, the plurality of first anti-sloshing plates are arranged in parallel and spaced intervals, with the distance between adjacent first anti-sloshing plates gradually decreasing along the direction from the front end to the rear end of the tank; and / or

[0010] Within the second oil filling chamber, the plurality of second anti-sloshing plates are arranged in parallel and spaced apart, with the distance between two adjacent second anti-sloshing plates gradually increasing along the direction from the front end to the rear end of the tank.

[0011] Optionally, the tank body includes a third tank body segment closer to the front end of the tank body than the first tank body segment. The third tank body segment includes a third upper sidewall and a third lower sidewall arranged horizontally. The oil filling cavity includes a third oil filling cavity formed in the third tank body segment. The third oil filling cavity communicates with the first oil filling cavity. The plurality of anti-sloshing plates includes a third anti-sloshing plate disposed in the third oil filling cavity. The third anti-sloshing plate is assembled with the third tank body segment. The volume of the third tank body segment is smaller than the volume of the first tank body segment. Within the same length, the number of the third anti-sloshing plates is less than or equal to the number of the first anti-sloshing plates.

[0012] Optionally, the third anti-sloshing plate is configured as an arc-shaped plate structure, and the third anti-sloshing plate protrudes towards the front end of the tank.

[0013] Optionally, within the third oil filling chamber, multiple third anti-sloshing plates are provided, arranged in parallel and spaced apart, with equal spacing between adjacent third anti-sloshing plates.

[0014] Optionally, the first anti-sloshing plate includes a first through hole and a second through hole. The first through hole is distributed at the bottom of the first anti-sloshing plate along the height direction of the tank body, and the second through hole is distributed at the top of the first anti-sloshing plate along the height direction of the tank body. The opening area of ​​the second through hole is smaller than the opening area of ​​the first through hole.

[0015] Optionally, the first anti-sloshing plate includes a first flange and a second flange disposed at the outer edge, the first flange being located on the upper half of the first anti-sloshing plate and the second flange being located on the lower half of the first anti-sloshing plate. The oil tank also includes a bracket, one end of which is supported on the first flange and the other end of which is supported on the second flange.

[0016] A tanker refueling truck includes:

[0017] Trailer assembly, including front frame and rear frame;

[0018] In any of the above-mentioned oil tanks, the front frame supports the front end of the oil tank, the rear frame supports the rear end of the oil tank, and the oil tank is rotatably mounted on the front frame.

[0019] The technical solution provided in this application can achieve at least the following beneficial effects:

[0020] This application provides an oil tank and a tank-type refueling truck. Within the same length, the number of first anti-sloshing plates installed in the first filling chamber is less than the number of second anti-sloshing plates installed in the second filling chamber. When the tank-type refueling truck decelerates, due to inertia, the oil flows towards the front end of the tank. At this time, because the front end of the lower sidewall of the first tank section is inclined upwards, the potential energy of the oil in the first filling chamber increases, and its kinetic energy decreases. Conversely, because the rear end of the lower sidewall of the second tank section 212 is inclined upwards, the potential energy of the oil in the second filling chamber decreases, and its kinetic energy increases. Therefore, within the same length, a larger number of second anti-sloshing plates are needed in the second filling chamber to impede the flow of oil and reduce kinetic energy, thereby improving the anti-sloshing effect. Conversely, when the tank-type refueling truck accelerates, due to inertia, the oil flows towards the rear end of the tank. At this time, the potential energy of the oil in the first filling chamber decreases, and its kinetic energy increases. However, since the first tank section is closer to the front end of the tank than the second tank section, and the volume of the first tank section is smaller than that of the second tank section, the mass of the oil in the first tank section is less than that in the second tank section. Therefore, the inertial force is smaller. Thus, using a smaller number of first anti-sloshing plates can still meet the anti-sloshing requirements of the oil in the first filling chamber and improve transportation safety. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of a tanker refueling truck shown in an exemplary embodiment of this application;

[0022] Figure 2 yes Figure 1 The image shows a front view of a portion of the structure of a tanker refueling truck.

[0023] Figure 3 yes Figure 1 The image shows a top view of part of the structure of a tanker refueling truck;

[0024] Figure 4 This is a schematic diagram of an anti-sloshing plate shown in an exemplary embodiment of this application. Detailed Implementation

[0025] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application.

[0026] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to limit the application. Unless otherwise defined, the technical or scientific terms used in this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in this application do not indicate any order, quantity, or importance, but are only used to distinguish different components. Similarly, the terms "a" or "one" and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one, which will be separately stated if only "a" is referred to. "A plurality" or "several" means two or more. Unless otherwise indicated, the terms "front," "rear," "lower," and / or "upper," "top," "bottom," and similar terms are for ease of description only and are not limited to a location or spatial orientation. The terms "comprising" or "including" and similar terms mean that the elements or objects preceding "comprising" or "including" encompass the elements or objects listed following "comprising" or "including" and their equivalents, and do not exclude other elements or objects. The word “connection” or “link” is not limited to physical or mechanical connections, but can also include electrical connections, whether direct or indirect.

[0027] Please refer to Figure 1 , Figure 1 The diagram shown is a schematic representation of a tanker refueling truck according to an exemplary embodiment of this application.

[0028] This application provides a tanker refueling truck 1, including a trailer assembly 10 and an oil tank 20 assembled with the trailer assembly 10. The trailer assembly 10 includes a front frame 11 and a rear frame 12. The front frame 11 includes a turntable support 110, which connects to and supports the front end of the oil tank 20, so that the front end of the oil tank 20 is mounted on the front frame 11 and can rotate relative to the front frame 11. The rear frame 12 supports the rear end of the oil tank 20. The front frame 11 and the rear frame 12 are separate structures. The front frame 11 is connected to the truck head and includes a front tire 112. The rear frame 12 includes a rear tire 120.

[0029] Please refer to Figure 2 , Figure 2 As shown Figure 1 The image shows a front view of part 1 of the tanker refueling truck.

[0030] The oil tank 20 includes a tank body 21 and multiple anti-sloshing baffles 22. The tank body 21 forms an oil filling chamber 210 for loading oil, such as gasoline or diesel. In one embodiment, the tank body 20 includes multiple tank sections 20a connected sequentially along its length. The multiple tank sections 20a may include tank sections with constant cross-sections and tank sections with variable cross-sections. As an example, the foremost tank section 20a may be a tank section with constant cross-sections, while the other tank sections 20a may be tank sections with variable cross-sections, but this is not a limitation.

[0031] exist Figure 2 In the illustrated embodiment, the tank 21 includes a first tank segment 211 and a second tank segment 212 arranged along its length. The first tank segment 211 is closer to the front end of the tank 21 than the second tank segment 212, and the volume of the first tank segment 211 is smaller than the volume of the second tank segment 212. The oil filling cavity 210 includes a first oil filling cavity 210a formed in the first tank segment 211 and a second oil filling cavity 210b formed in the second tank segment 212, and the first oil filling cavity 210a and the second oil filling cavity 210b are in communication. The first tank segment 211 includes a horizontally arranged first upper sidewall 211a and an inclined first lower sidewall 211b. The front end of the first lower sidewall 211b is inclined upward, and the first lower sidewall 211b and the first lower sidewall 211b together form the first oil filling cavity 210a. The second tank section 212 includes a horizontally arranged second upper sidewall 212a and an inclined second lower sidewall 212b. The rear end of the second lower sidewall 212b slopes upward, and the second upper sidewall 212a and the second lower sidewall 212b together form a second oil filling cavity 210b. Furthermore, the inclination of the first lower sidewall 211b is greater than the inclination of the second lower sidewall 212b. In one embodiment, the first tank section 211 is connected to the second tank section 212, and the rear end of the first lower sidewall 211b is connected to the front end of the second lower sidewall 212b, with the connection point forming the lowest point of the tank 21.

[0032] Multiple anti-sloshing baffles 22 are disposed within the filling chamber 210 and spaced apart along the length of the tank body 21. The anti-sloshing baffles 22 have an anti-sloshing effect, reducing the amount of oil sloshing within the tank body 21 and improving the safety of the tanker refueling truck 1 during transportation. For example, during oil transportation, when the tanker refueling truck 1 accelerates or decelerates, the oil is prone to sloshing due to inertia. For instance, when the tanker refueling truck 1 accelerates, the oil flows towards the rear end of the tank body 21, causing sloshing; when the tanker refueling truck 1 decelerates, the oil flows towards the front end of the tank body 21, causing sloshing. The multiple anti-sloshing baffles 22 can impede the flow of oil, thereby achieving the anti-sloshing effect. In one embodiment, the multiple anti-sloshing baffles 22 can be non-uniformly arranged along the length of the tank body 21, with the interval between two adjacent anti-sloshing baffles 22 ranging from 680mm to 1400mm. Therefore, the number and spacing of anti-sloshing plates 22 can be set according to the cross-sectional area and / or volume of each tank section 20a, so that the anti-sloshing plates 22 can better play their anti-sloshing role. The spacing between two adjacent anti-sloshing plates 22 can be set to 680mm, 750mm, 1000mm, 1200mm, 1350mm, or 1400mm.

[0033] In one embodiment, the plurality of anti-sloshing plates 22 includes a plurality of first anti-sloshing plates 221 and a plurality of second anti-sloshing plates 222. The plurality of first anti-sloshing plates 221 are disposed in the first oil filling chamber 210a and assembled with the first tank section 211. The plurality of second anti-sloshing plates 222 are disposed in the second oil filling chamber 210b and assembled with the second tank section 212. Within the same length, the number of first anti-sloshing plates 221 disposed in the first oil filling chamber 210a is less than the number of second anti-sloshing plates 222 disposed in the second oil filling chamber 210b. When the tanker refueling truck 1 decelerates, due to inertia, the oil flows towards the front end of the tank 21. At this time, because the front end of the lower side wall 211b of the first tank section 211 is inclined upward, the potential energy of the oil in the first oil filling chamber 210a increases and the kinetic energy decreases. Because the rear end of the lower sidewall 212b of the second tank section 212 slopes upward, the potential energy of the oil in the second filling chamber 210b decreases while its kinetic energy increases. Therefore, within the same length, a greater number of second anti-sloshing plates 222 need to be installed in the second filling chamber 210b to impede the flow of oil and reduce kinetic energy, thereby improving the anti-sloshing effect. Conversely, when the tanker refueling truck 1 accelerates, due to inertia, the oil flows towards the rear end of the tank 21. At this time, the potential energy of the oil in the first filling chamber 210a decreases while its kinetic energy increases. However, since the first tank section 211 is closer to the front end of the tank 21 than the second tank section 212, and the volume of the first tank section 211 is smaller than the volume of the second tank section 212, the mass of the oil in the first tank section 211 is smaller than the mass of the oil in the second tank section 212, and the inertial force is smaller. Therefore, using a smaller number of first anti-sloshing plates 221 can still meet the anti-sloshing requirements of the oil in the first oil filling chamber 210a.

[0034] In one embodiment, the inclination of the first lower sidewall 211b ranges from 12.9° to 21.1°, with a preferred value of 19.5°. The inclination of the second lower sidewall 212b ranges from 0° to 2.3°, with a preferred value of 1.8°.

[0035] Please refer to Figure 3 , Figure 3 As shown Figure 2 The image shows a top view of part of the structure of the tanker refueling truck.

[0036] In one embodiment, both the first anti-sloshing plate 221 and the second anti-sloshing plate 222 are arc-shaped plate structures, with the first anti-sloshing plate 221 protruding towards the front end of the tank body 21 and / or the second anti-sloshing plate 222 protruding towards the rear end of the tank body 21. This increases the surface area of ​​the first anti-sloshing plate 221 and the second anti-sloshing plate 222, thereby reducing the impact stress of the oil per unit area on the first anti-sloshing plate 221 and the second anti-sloshing plate 222, and thus reducing the risk of fatigue failure of the first anti-sloshing plate 221 and the second anti-sloshing plate 222.

[0037] exist Figure 3 In the illustrated embodiment, both the first anti-sway plate 221 and the second anti-sway plate 222 are arc-shaped plate structures, with the radius of curvature of the first anti-sway plate 221 being smaller than that of the second anti-sway plate 222. This configuration results in a greater degree of curvature for the first anti-sway plate 221 compared to the second anti-sway plate 222, thus increasing the surface area of ​​the first anti-sway plate 221 and improving its ability to withstand oil impacts.

[0038] In one embodiment, within the first filling chamber 210a, the plurality of first anti-sloshing plates 221 are arranged in parallel and spaced intervals, with the distance between adjacent first anti-sloshing plates 221 gradually increasing along the direction from the front end to the rear end of the tank body 21. During the acceleration of the tanker refueling truck 1, the fuel in the first filling chamber 210a flows from the front end to the rear end. Due to the upward inclination of the front end of the first lower sidewall 211b, the potential energy of the fuel decreases and the kinetic energy increases during the flow. The closer to the front end of the first filling chamber 210a, the greater the kinetic energy of the fuel. Therefore, the first anti-sloshing plates 221 at the front end of the first filling chamber 210a can be arranged more densely to counteract the kinetic energy of the fuel, while the first anti-sloshing plates 221 at the rear end of the first filling chamber 210a can be arranged more sparsely. During the deceleration process of the tanker refueling truck 1, the oil in the first oil filling chamber 210a flows from the rear end to the front end. Since the front end of the first lower side wall 211b is inclined upward, the potential energy of the oil increases and the kinetic energy decreases during the flow. Therefore, even if the first anti-sloshing plate 221 at the rear end of the first oil filling chamber 210a is relatively sparse, it can still ensure a better anti-sloshing effect.

[0039] In one embodiment, within the second filling chamber 210b, the plurality of second anti-sloshing plates 222 are arranged in parallel and spaced intervals, with the distance between adjacent second anti-sloshing plates 222 gradually decreasing along the direction from the front end to the rear end of the tank body 21. During the acceleration of the tanker refueling truck 1, the fuel in the second filling chamber 210b flows from the front end to the rear end. Since the rear end of the second lower sidewall 212b is inclined upward, the potential energy of the fuel increases and the kinetic energy decreases during the flow. Therefore, the second anti-sloshing plates 222 located at the front end of the second filling chamber 210b can be arranged more sparsely. During the deceleration process of the tanker refueling truck 1, the oil in the second oil filling chamber 210b flows from the rear end to the front end. Since the rear end of the second lower side wall 212b is inclined upward, the potential energy of the oil decreases and the kinetic energy increases during the flow. The closer to the rear end of the second oil filling chamber 210b, the greater the kinetic energy of the oil. Therefore, the second anti-sloshing plates 222 located at the rear end of the second oil filling chamber 210b can be arranged more densely to counteract the kinetic energy of the oil through multiple second anti-sloshing plates 222.

[0040] Please continue to refer to this. Figure 2 and Figure 3 In one embodiment, the tank body 21 includes a third tank body segment 213 that is closer to the front end of the tank body 21 than the first tank body segment 211. The third tank body segment 213 includes a horizontally arranged third upper sidewall 213a and a third lower sidewall 213b. The oil filling cavity 210 includes a third oil filling cavity 210c formed in the third tank body segment 213. The third upper sidewall 213a and the third lower sidewall 213b together form the third oil filling cavity 210c. The third oil filling cavity 210c communicates with the first oil filling cavity 210a, and further communicates with the second oil filling cavity 210b. The plurality of anti-sloshing plates 22 includes a third anti-sloshing plate 223 disposed in the third oil filling chamber 210c. The third anti-sloshing plate 223 is assembled with the third tank section 213. The volume of the third tank section 213 is smaller than the volume of the first tank section 211. Within the same length, the number of the third anti-sloshing plates 223 is greater than the number of the first anti-sloshing plates 221 and less than the number of the second anti-sloshing plates 222. The third upper sidewall 213a and the third lower sidewall 213b of the third tank section 213 are horizontally arranged. The potential energy of the oil in the third oil filling chamber 210c remains basically unchanged when the tank refueling truck 1 accelerates or decelerates. Furthermore, since the volume of the third tank section 213 is smaller than that of the first tank section 211, the mass of the oil in the third oil filling chamber 210c is smaller than that of the oil in the first oil filling chamber 210a. Therefore, the inertia is smaller and the amount of oil swaying is smaller. Thus, within the same length, the number of the third anti-sway plates 223 is less than or equal to the number of the first anti-sway plates 221, which plays an anti-swaying role for the oil in the third oil filling chamber 210c, thereby reducing the kinetic energy of the oil.

[0041] In one embodiment, the third anti-sloshing plate 223 is configured as an arc-shaped plate structure, protruding towards the front end of the tank body 21. The arc-shaped structure of the third anti-sloshing plate 223 can increase its surface area, thereby improving the ability of the third anti-sloshing plate 223 to withstand oil impact per unit area.

[0042] exist Figure 3 In the illustrated embodiment, multiple third anti-sloshing plates 223 are provided within the third oil filling chamber 210c. These plates are arranged in parallel and spaced apart, with equal spacing between adjacent plates. Since the third upper sidewall 213a and the third lower sidewall 213b are horizontally positioned, the potential energy of the oil within the third oil filling chamber 210c is essentially the same. When the tanker truck 1 accelerates or decelerates, the inertia of the oil flowing forward and backward within the third oil filling chamber 210c is approximately equal. Therefore, adjacent plates 223 can be spaced equally, resulting in relatively balanced forces on the multiple anti-sloshing plates 223.

[0043] Please refer to Figure 4 , Figure 4 As shown Figure 3 A schematic diagram of the anti-sloshing plate 22 is shown in the figure.

[0044] In one embodiment, the anti-sloshing plate 22 includes a first through hole 2211 at the bottom and a second through hole 2212 at the top along the height direction of the tank body 21. The opening area of ​​the second through hole 2212 is smaller than that of the first through hole 2211. The first through hole 2211 can be used as an oil passage. When oil is conveyed into the oil filling chamber 210, the oil can flow from the first through hole 2211 to the first oil filling chamber 210a, the second oil filling chamber 210b, and the third oil filling chamber 210c, respectively. Therefore, increasing the opening area of ​​the first through hole 2211 can increase the flow rate and improve the oil conveying efficiency. When the oil vibrates during transportation, causing the oil surface to rise and fall, the oil can flow between two adjacent anti-sloshing plates 221 through the second through hole 2212, thereby reducing the impact force of the oil on the anti-sloshing plate 22 during vibration. Of course, the first through hole 2211 also serves the function of the second through hole 2212 in addition to improving the oil conveying efficiency. Multiple second through holes 2212 can be provided, and multiple second through holes 2212 are arranged horizontally on the top of the anti-sloshing plate 22. The first through hole 2211 can be set as a strip hole, and the second through hole 2212 can be set as a round hole, but it is not limited to these.

[0045] In one embodiment, the anti-sloshing plate 221 includes a reinforcing plate 2216 disposed around the first through hole 2212, the reinforcing plate 2216 being connected to the outer edge of the first through hole 2211. The reinforcing plate 2216 can serve a reinforcing function, preventing the anti-sloshing plate 221 from being damaged at the first through hole 2211 under oil pressure.

[0046] In one embodiment, the first anti-sloshing plate 221 includes a third through hole 2217, which is located between the first through hole 2211 and the second through hole 2212 in the height direction of the tank body 21. Multiple third through holes 2217 can be provided to allow oil to pass through. The third through hole 2217 can reduce the oil pressure at the first through hole 2211, allowing oil to flow into various parts of the oil filling chamber 210 in parallel through the first through hole 2211 and the third through hole 2217.

[0047] In one embodiment, the anti-sloshing plate 22 includes a first flange 2213 and a second flange 2214 disposed at its outer edge. The first flange 2213 is located on the upper half of the anti-sloshing plate 22, and the second flange 2214 is located on the lower half of the anti-sloshing plate 22. The oil tank 20 also includes a bracket 23, one end of which is supported by the first flange 2213, and the other end of which is supported by the second flange 2214. The bracket 23 provides support and ensures the connection strength between the anti-sloshing plate 22 and each tank section 20a. The number of brackets 23 is not limited; there can be one or more.

[0048] In one embodiment, the anti-sloshing plate 22 includes a manhole 2215 for personnel to pass through when maintaining the tank 21. The manhole 2215 is located in the middle region of the height direction of the first anti-sloshing plate 221. The manhole 2215 facilitates maintenance personnel to perform maintenance and upkeep on the tank 21, preventing safety accidents.

[0049] In one embodiment, each of the plurality of first anti-sloshing plates 221 is provided with a manhole 2215, and the manholes 2215 of two adjacent first anti-sloshing plates 221 are staggered in the horizontal direction. This arrangement ensures that the manholes 2215 of two adjacent first anti-sloshing plates 221 are not directly opposite each other. When the oil oscillates back and forth, the staggered manholes 2215 can impede the flow of the oil, thereby improving the anti-sloshing effect of the anti-sloshing plates 22.

[0050] In one embodiment, the manhole 2215 is a circular hole. Circular holes are easy to machine and manufacture, and avoid stress concentration under the impact of oil. Furthermore, to facilitate operator access, the manhole 2215 is located below the horizontal centerline of the first anti-sloshing plate 221, thus avoiding the problem of inconvenience for operators due to the manhole 2215 being too high.

[0051] In one embodiment, the anti-sloshing plate 22 may be made of aluminum alloy. The preferred material for the anti-sloshing plate 22 is AlMg4.5Mn, but it is not limited to this.

[0052] In one embodiment, the thickness of the anti-sloshing plate 22 ranges from 6mm to 9mm. For example, the thickness of the anti-sloshing plate 22 can be set to 6mm, 7mm, 8mm, or 9mm.

[0053] It should be noted that, Figure 4 The anti-sway plate 22 shown can be a first anti-sway plate 221 or a second anti-sway plate 222. The first anti-sway plate 221 and the second anti-sway plate 222 can adopt basically the same structure or different structures.

[0054] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. An oil tank, characterized in that, include: A tank body having an oil filling cavity, the tank body comprising a first tank body segment and a second tank body segment arranged along the length direction, the first tank body segment being closer to the front end of the tank body than the second tank body segment, and the volume of the first tank body segment being smaller than the volume of the second tank body segment, the oil filling cavity comprising a first oil filling cavity formed in the first tank body segment and a second oil filling cavity formed in the second tank body segment, the first oil filling cavity being connected to the second oil filling cavity, the first tank body segment comprising a horizontally arranged first upper sidewall and an inclined first lower sidewall, the front end of the first lower sidewall being inclined upwards, the second tank body segment comprising a horizontally arranged second upper sidewall and an inclined second lower sidewall, the rear end of the second lower sidewall being inclined upwards, and the inclination of the first lower sidewall being greater than the inclination of the second lower sidewall; and Multiple anti-sloshing plates are arranged at intervals along the length of the tank body, including multiple first anti-sloshing plates and multiple second anti-sloshing plates. The multiple first anti-sloshing plates are disposed in the first oil filling cavity and assembled with the first tank body segment. The multiple second anti-sloshing plates are disposed in the second oil filling cavity and assembled with the second tank body segment. Within the same length, the number of first anti-sloshing plates disposed in the first oil filling cavity is less than the number of second anti-sloshing plates disposed in the second oil filling cavity. Within the first oil filling chamber, the plurality of first anti-sloshing plates are arranged in parallel and spaced intervals, with the distance between adjacent first anti-sloshing plates gradually increasing along the direction from the front end to the rear end of the tank; and / or Within the second oil filling chamber, the plurality of second anti-sloshing plates are arranged in parallel and spaced apart, with the distance between two adjacent second anti-sloshing plates gradually decreasing along the direction from the front end to the rear end of the tank.

2. The oil tank according to claim 1, characterized in that, Both the first anti-sloshing plate and the second anti-sloshing plate are arc-shaped plate structures, with the first anti-sloshing plate protruding towards the front end of the tank and / or the second anti-sloshing plate protruding towards the rear end of the tank.

3. The oil tank according to claim 2, characterized in that, Both the first anti-sway plate and the second anti-sway plate are arc-shaped plate structures, and the radius of curvature of the first anti-sway plate is smaller than that of the second anti-sway plate.

4. The oil tank according to claim 1, characterized in that, The tank body includes a third tank body segment closer to the front end of the tank body than the first tank body segment. The third tank body segment includes a third upper side wall and a third lower side wall arranged horizontally. The oil filling cavity includes a third oil filling cavity formed in the third tank body segment. The third oil filling cavity communicates with the first oil filling cavity. The plurality of anti-sloshing plates include a third anti-sloshing plate disposed in the third oil filling cavity. The third anti-sloshing plate is assembled with the third tank body segment. The volume of the third tank body segment is smaller than the volume of the first tank body segment. Within the same length, the number of the third anti-sloshing plates is less than or equal to the number of the first anti-sloshing plates.

5. The oil tank according to claim 4, characterized in that, The third anti-sloshing plate is designed as an arc-shaped plate structure, and the third anti-sloshing plate protrudes towards the front end of the tank.

6. The oil tank according to claim 4, characterized in that, Inside the third oil filling chamber, there are multiple third anti-sloshing plates, which are arranged in parallel and spaced apart, with the distance between two adjacent third anti-sloshing plates being equal.

7. The oil tank according to claim 1, characterized in that, The anti-sloshing plate includes a first through hole and a second through hole. The first through hole is distributed at the bottom of the anti-sloshing plate along the height direction of the tank body, and the second through hole is distributed at the top of the anti-sloshing plate along the height direction of the tank body. The opening area of ​​the second through hole is smaller than the opening area of ​​the first through hole.

8. The oil tank according to claim 1, characterized in that, The anti-sloshing plate includes a first flange and a second flange disposed at the outer edge. The first flange is located on the upper half of the anti-sloshing plate, and the second flange is located on the lower half of the anti-sloshing plate. The oil tank also includes a bracket, one end of which is supported on the first flange, and the other end of which is supported on the second flange.

9. A tank-type refueling truck, characterized in that, include: Trailer assembly, including front frame and rear frame; The oil tank as described in any one of claims 1 to 8, wherein the front frame supports the front end of the oil tank, the rear frame supports the rear end of the oil tank, and the oil tank is rotatably mounted on the front frame.

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