wheeled equipment rescue and recovery vehicle crew

Abstract

The application provides a wheel type equipment rescue and repair vehicle group, and belongs to the technical field of equipment escape, which comprises a vehicle body, a frame body, a supporting and pulling mechanism, a hoisting assembly, a clamping block, a sliding rail, a clamping sleeve and an extension piece. The frame body is fixed on the vehicle body. The supporting and pulling mechanism comprises a supporting roller and a pulling rope. The supporting roller is installed on the frame body, and the pulling rope is wound on the supporting roller. The pulling rope is unwound from the supporting roller and used for being bolted on a vehicle to be rescued. The hoisting assembly is installed on the vehicle body, and is used for pulling the vehicle to be rescued in cooperation with the supporting and pulling mechanism. The clamping block is fixed on the pulling rope. The sliding rail is fixed on the bottom of the frame body. The clamping sleeve is slidingly arranged on the sliding rail. The extension piece is used for dragging the vehicle to be rescued by changing the length of the extension piece and cooperating with the clamping sleeve and a positioning piece. The wheel type equipment rescue and repair vehicle group provided by the application avoids the problem of slipping of the vehicle body during supporting and pulling, improves the maximum pulling force and the weight of the vehicle to be rescued which can escape, and guarantees the rescue effect.

Description

Technical Field

[0001] This invention belongs to the field of equipment extrication technology, and more specifically, relates to wheeled equipment rescue and repair vehicle sets. Background Technology

[0002] When a vehicle is driving on unpaved roads, such as gravel roads, mountain roads, or muddy roads, its wheels may get stuck. When a wheel is stuck, it cannot gain effective traction, causing the vehicle to be unable to move. To get out of trouble in such situations, a differential lock is often used, which allows power to be applied to the wheels with driving force. Alternatively, for vehicles with multiple motors, power can be actively distributed to the wheels that are not slipping, thus achieving efficient use of power.

[0003] In reality, when the above-mentioned methods fail to achieve self-rescue, a rescue and repair vehicle team is needed to provide the pulling force to pull the vehicle out of the trapped area. However, in actual application, during the towing process, the tires of the rescue vehicle may slip due to factors such as low ground friction, meaning that the traction force provided under the current circumstances is limited, ultimately affecting the effectiveness of the rescue. Summary of the Invention

[0004] The purpose of this invention is to provide a wheeled equipment rescue and repair vehicle group, which aims to solve the problem that the traction force provided by the rescue vehicle body is relatively small, which ultimately affects the rescue effect.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is: to provide a wheeled equipment rescue and repair vehicle group, comprising:

[0006] Vehicle body;

[0007] The frame is fixed to the vehicle body;

[0008] The traction mechanism includes a support roller and a traction rope; the support roller is mounted on the frame, the traction rope is wound around the support roller, and the traction rope is unwound from the support roller and used to fasten to the vehicle to be rescued;

[0009] A lifting assembly, which is mounted on the vehicle body, is used in conjunction with the towing mechanism to pull the vehicle to be rescued;

[0010] The locking block is fixed to the traction rope;

[0011] The slide rail is fixed to the bottom of the frame.

[0012] A ferrule is slidably mounted on the slide rail; the traction rope passes through the ferrule, and the ferrule is used to engage with the ferrule block.

[0013] The telescopic component has one end hinged to the ferrule and the other end positioned on the ground. The telescopic component changes its length and, with the help of the ferrule and the positioning component, is used to tow the vehicle to be rescued.

[0014] In one possible implementation, a force-applying rod is detachably fitted on the outer side of the locking block, with both ends of the force-applying rod extending outward for engaging with the locking sleeve.

[0015] In one possible implementation, the middle part of the force-applying rod has a slot that engages with the locking block, and the side wall of the slot has a clearance groove for avoiding the traction rope.

[0016] In one possible implementation, the top of the ferrule is slidably disposed on the slide rail, and the telescopic member is hinged to the ferrule.

[0017] In one possible implementation, the ferrule engages with the slide rail, and the ferrule has only the degree of freedom to slide along the length of the slide rail.

[0018] In one possible implementation, the support roller is located at the top of the frame, a limit wheel is installed at the bottom of the frame, the traction rope abuts against the limit wheel, and the axis of the limit wheel is perpendicular to the slide rail.

[0019] In one possible implementation, the bottom end of the telescopic member is hinged to a positioning plate, and the bottom surface of the positioning plate is fixed with a plurality of positioning pins for insertion into the ground.

[0020] In one possible implementation, an impactor is mounted on the frame, and the impactor's impact end is equipped with a clearance bracket for avoiding the slide rail. The impactor strikes the positioning plate to insert the positioning pin into the ground.

[0021] In one possible implementation, the impactor is equipped with a winding wheel, and a winding rope is connected between the winding wheel and the positioning plate. The winding wheel is used to house the telescopic component by means of the positioning plate.

[0022] In one possible implementation, the support roller is driven by a drive wheel, which controls the rotation direction of the support roller.

[0023] The beneficial effects of the wheeled equipment rescue and repair vehicle group provided by this invention are as follows: Compared with the prior art, the wheeled equipment rescue and repair vehicle group of this invention has a frame fixed on the chassis of the vehicle body, a support roller installed on the frame, and a traction rope wound around the support roller. A locking block is fixed on the traction rope, and a locking sleeve is slidably mounted on a slide rail. The traction rope passes through the locking sleeve, and the locking sleeve is hinged to one end of a telescopic component. The other end of the telescopic component is positioned on the ground. The lifting mechanism includes the support roller and the traction rope, and a lifting assembly is installed on the vehicle body, which cooperates with the lifting mechanism.

[0024] In practical applications, a traction rope is unwound from the support roller, and its end is attached to the vehicle to be rescued. As the support roller continues to unwound, the locking block and the locking sleeve eventually engage, and the support roller stops unwinding. At this point, because one end of the telescopic component is positioned on the ground, the telescopic component changes its length. The extended telescopic component, through the engagement of the locking sleeve and the locking block, works with the vehicle body to tow and free the vehicle from its predicament. In this application, by setting up components such as the telescopic component and the locking block, slippage of the vehicle body during towing is avoided, the maximum traction force and the weight of the vehicle to be rescued are increased, and the effectiveness of the rescue is guaranteed. Attached Figure Description

[0025] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0026] Figure 1 This is an assembly drawing of a wheeled equipment rescue and repair vehicle assembly provided in an embodiment of the present invention;

[0027] Figure 2 This is a schematic diagram of the structure of a wheeled equipment rescue and repair vehicle group provided in an embodiment of the present invention;

[0028] Figure 3 This is a schematic diagram showing the connection between the locking block, the traction rope, and the force-applying rod provided in an embodiment of the present invention;

[0029] Figure 4 This is a schematic diagram showing the connection between the impactor and the avoidance frame provided in an embodiment of the present invention.

[0030] In the diagram: 1. Frame; 2. Support roller; 3. Impactor; 4. Winding rope; 5. Traction rope; 6. Positioning plate; 7. Positioning pin; 8. Telescopic component; 9. Slide rail; 10. Limiting wheel; 11. Force bar; 12. Sleeve; 13. Clearance frame; 14. Supporting mechanism. Detailed Implementation

[0031] To make the technical problems to be solved, the technical solutions, and the beneficial effects of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present invention and are not intended to limit the present invention.

[0032] Please refer to the following: Figures 1 to 4 The wheeled equipment rescue and repair vehicle assembly provided by this invention will now be described. The wheeled equipment rescue and repair vehicle assembly includes: a vehicle body, a frame 1, a towing mechanism 14, a lifting assembly, a locking block, a slide rail 9, a locking sleeve 12, and a telescopic component 8. The frame 1 is fixed to the vehicle body. The towing mechanism 14 includes a support roller 2 and a traction rope 5; the support roller 2 is mounted on the frame 1, and the traction rope 5 is wound around the support roller 2, unwound from the support roller 2, and used to fasten to the vehicle to be rescued. The lifting assembly is mounted on the vehicle body and is used to cooperate with the towing mechanism 14 to pull the vehicle to be rescued. The locking block is fixed to the traction rope 5. The slide rail 9 is fixed to the bottom of the frame 1. The locking sleeve 12 is slidably disposed on the slide rail 9; the traction rope 5 passes through the locking sleeve 12, and the locking sleeve 12 is used to engage with the locking block. One end of the telescopic component 8 is hinged to the ferrule 12, and the other end is used to position it on the ground. The telescopic component 8 is used to drag the vehicle to be rescued by changing its own length and with the help of the ferrule 12 and the positioning component.

[0033] The beneficial effects of the wheeled equipment rescue and repair vehicle group provided by the present invention are as follows: Compared with the prior art, the wheeled equipment rescue and repair vehicle group of the present invention has a frame 1 fixed on the chassis of the vehicle body, a support roller 2 installed on the frame 1, and a traction rope 5 wound on the support roller 2. A locking block is fixed on the traction rope 5, and a locking sleeve 12 is slidably disposed on the slide rail 9. The traction rope 5 passes through the locking sleeve 12, and the locking sleeve 12 is hinged to one end of the telescopic member 8. The other end of the telescopic member 8 is positioned on the ground. The lifting mechanism 14 includes the support roller 2 and the traction rope 5, and a lifting assembly is installed on the vehicle body, which cooperates with the lifting mechanism 14.

[0034] In practical application, the traction rope 5 is unwound from the support roller 2, and the end of the traction rope 5 is tied to the vehicle to be rescued. As the support roller 2 continues to unwind, the locking block and the locking sleeve 12 will eventually engage. The support roller 2 stops unwinding. At this time, since one end of the telescopic component 8 is positioned on the ground, the telescopic component 8 changes its length. The extended telescopic component 8, through the engagement of the locking sleeve 12 and the locking block, works with the vehicle body to tow and free the vehicle from its predicament. In this application, by setting the telescopic component 8 and the locking block, problems such as slippage of the vehicle body during towing are avoided, the maximum traction force and the weight of the vehicle to be rescued are increased, and the effectiveness of the rescue is guaranteed.

[0035] The lifting subsystem is mainly used for lifting large components, replacing parts, and repairing them. It consists of a boom, slewing base, turntable assembly, winch mechanism 1, and outriggers. It adopts a hydraulic drive system and has operating modes such as handle control, wired control, and wireless remote control; it also has overload, overwind, and overpressure alarm devices and a pressure loss protection device.

[0036] The rigid traction device consists of two rigid traction rods with a joint locking mechanism in the middle, enabling connection between the rescue and repair vehicle and the protected object within a certain range and in a non-aligned state. Depending on the structure of the traction point of the protected object, single-point and double-point rigid traction operations are achieved through combinations of the rigid traction rods. The design of the rear delivery flatbed follows the conventional trailer flatbed design structure, mainly composed of a frame, running gear, braking system, and electrical system. The rescue and repair vehicle and the rear delivery flatbed are connected via a towing mechanism 14, with the rear delivery flatbed's electrical and pneumatic power source connected to the rear of the chassis.

[0037] The steering of the transport flatbed and the rescue vehicle is achieved through a saddle between the towing mechanism 14 and the chassis. This design effectively reduces the turning radius of the transport flatbed during operation and improves its adaptability to road conditions. The electrical system consists of P1 controller, P2 controller, P3 controller, P4 controller, force limiter, remote control, black box, and various sensors. The PI controller, as the central controller, mainly realizes the functions of towing and rescue.

[0038] The P2 and P4 controllers primarily handle the crane's logic control and force limiter functions, while the P3 controller manages the outriggers. The vehicle's hydraulic operations are mainly controlled via remote control. The vehicle is equipped with a black box to record CAN signals. The vehicle extensively utilizes CAN bus communication technology, employing four relatively independent CAN communication networks to maximize communication optimization.

[0039] The towing and rescue mechanism is mainly used for towing operations from the rear and sides of the vehicle. It consists of a main winch and its wire rope, a secondary winch and its wire rope, an auxiliary winch and its wire rope, pulley blocks, anchors, chains, and supports. It enables towing operations from the rear and sides, as well as self-rescue operations from the front. Based on towing capacity requirements, the maximum towing force from the rear is no less than 882 kN, and the maximum towing force from the sides is no less than 392 kN. The 40-ton rescue and repair vehicle adopts a dual-winch arrangement. To ensure that the 40-ton rescue and repair vehicle can perform towing operations from the rear and sides, one winch is positioned above the towing mechanism 14 and can rotate with the towing mechanism 14 to meet the requirements of side towing operations. The winch above the towing mechanism 14 is defined as the main winch. Because the 40-ton emergency rescue and repair vehicle is required to have both rear rescue and front self-rescue capabilities, another winch is mounted on the chassis frame. During front self-rescue, the winch wire rope is guided to the rope exit point in front of the cab via the chassis rope guide mechanism, enabling front self-rescue operations. The winch mounted on the chassis frame is defined as the auxiliary winch. The towing mechanism is equipped with an auxiliary towing rope winch for assisting the main and auxiliary winches in releasing ropes, saving manpower and improving operational efficiency. The auxiliary towing rope winch is located on the right rear of the fixed arm of the traction mechanism 14 and can rotate with the traction mechanism 14, simultaneously accommodating the rear main and auxiliary winch rope towing operations and the side main winch rope towing operations.

[0040] The rigid towing device consists of two rigid towing rods with a joint locking mechanism in the middle, enabling continuous connection between the rescue and repair vehicle and the protected object within a certain range and even in non-aligned states. Depending on the structure of the towing point of the protected object, single-point and double-point rigid towing operations are achieved through combinations of the rigid towing rods. The design of the rear delivery flatbed follows the conventional trailer flatbed design structure, mainly composed of a frame, running gear, braking system, and electrical system. The rescue and repair vehicle and the rear delivery flatbed are connected via a towing mechanism 14, with the rear delivery flatbed's electrical and pneumatic power source connected to the rear of the chassis via electrical and pneumatic interfaces.

[0041] The steering of the rear-delivery flatbed and the rescue vehicle is achieved through a saddle between the towing mechanism 14 and the chassis. This scheme effectively reduces the turning radius of the rear-delivery flatbed during operation and improves its adaptability to road conditions. The electrical system consists of a P1 controller, a P2 controller, a P3 controller, a P4 controller, a force limiter, a remote controller, a black box, and various sensors. The P1 controller, as the central controller, mainly realizes the towing and rescue functions. The P2 controller and PA controller mainly realize the logic control of the crane and the function of the force limiter. The P3 controller realizes the control of the outriggers. The hydraulic operation of the entire vehicle is mainly controlled by the remote controller. The entire vehicle is equipped with a black box to record CAN signals.

[0042] The vehicle extensively utilizes CAN bus communication technology, employing four relatively independent CAN communication networks to maximize communication optimization. The CAN_H network controls the main control network, with a baud rate of 125 kbit / s. The remote controller, crane, and crane force limiter system, which interact with each other, are all on the same network.

[0043] The data conversion is optimized. The CAN_IH network mainly controls the encoder information of the outriggers and winch; each node is relatively independent, forming an independent subnet. The CAN_2H network enables rapid activation of this communication network when the CAN H network fails, maximizing communication security. The J1939 network transmits information to the Shaanxi Automobile chassis. The black box directly records signals by connecting to the CAN_H and J1939 networks, achieving extremely high efficiency. Terminating resistors are connected at both ends of the line, with branches not exceeding 1m. When the CAN_H and CAN_2H networks communicate with the crane's P4 controller, they need to pass through the slip ring of the central slewing body. The slip ring of the central slewing body uses an independent channel and is shielded and grounded to ensure the reliability of communication at the slip ring.

[0044] The hydraulic system of the wheeled equipment rescue and repair vehicle consists of outrigger hydraulic systems, lifting hydraulic systems, towing hydraulic systems, and towing hydraulic systems. The system employs an open circuit, driven by two high-pressure plunger fixed displacement pumps, featuring load-sensitive technology for high efficiency and energy saving; post-valve compensation technology ensures good performance in combined actions; and electro-proportional control allows for adjustable speed. Two switching valves control the interlocking of the outrigger, lifting, and towing mechanisms to ensure operational safety. The system is equipped with a 260L oil tank, inlet and return oil filters, and a hydraulic system radiator to ensure reliable operation.

[0045] Cars are an indispensable part of daily life. As people's living standards continue to improve, their pursuit of a higher standard of living is also rising. More and more people are starting to take road trips. When driving on narrow roads, the tires often get stuck in mud and ditches. If it's not four-wheel drive or rear-wheel drive, it's difficult to get out of trouble, and rescue is extremely difficult in sparsely populated areas. In addition, some vehicles are prone to getting stuck when crossing dangerous areas such as uninhabited areas and deserts. Once stuck, improper rescue can lead to life-threatening problems such as lack of oxygen, food, and water; rescue operations may also result in the rescue vehicle getting stuck. Conventional rescue devices, such as jacks, require manual pressure. Furthermore, once the vehicle is lifted, it cannot be moved and a very sturdy support point must be chosen. Even after lifting, additional tools are needed to pave the way for the vehicle to get out of trouble, making them highly susceptible to external limitations. While traction boards are simple and lightweight, their use requires hollowing out the stuck tire; at least one-third of the traction board must be placed under the tire for sufficient friction to free the car. In many harsh and dangerous environments, the human body cannot withstand the intensive preparatory work. Therefore, a vehicle traction rescue device is needed that allows a vehicle to use a portable air pump for power when stuck.

[0046] However, if the force between the tires and the road surface is very weak in the direction of vehicle travel (i.e., the maximum force between the tires and the road surface is less than the minimum force required to get out of trouble), the torque distribution method cannot help the vehicle get out of trouble. In this case, the vehicle cannot save itself and needs to be rescued by the vehicle itself.

[0047] In some embodiments of the wheeled equipment rescue and repair vehicle group provided in this application, please refer to Figure 3 The outer side of the card block is detachably fitted with a force-applying rod 11, the two ends of which extend outward to engage with the card sleeve 12.

[0048] Before rescue and repair, the traction rope 5 is wound around the support roller 2, and the positioning component is fixed at the end of the traction rope 5. The positioning component needs to engage with the clamping sleeve 12, and due to the limited size of the positioning component itself, it is not convenient to wind the traction rope 5 around the support roller 2. Therefore, in actual application, the positioning component consists of two parts: a clamping block and a force-applying rod 11. The clamping block is always fitted onto the traction rope 5 and wound together with it around the support roller 2. When rescue is needed, the support roller 2 unwinds the traction rope 5 to a certain extent, and then the force-applying rod 11 is installed on the clamping block.

[0049] In this embodiment, the vehicle first travels to the side of the vehicle to be rescued, then the hook on the tow rope 5 is attached to the tow hook of the vehicle to be rescued. Subsequently, the vehicle travels to a relatively flat and safe ground, and during the travel of the vehicle, the support roller 2 continuously unwinds. After unwinding to a certain extent, the force-applying rod 11 is installed on the locking block. As the vehicle continues to move, the force-applying rod 11 will engage with the locking sleeve 12. At this time, subsequent operations can be performed through the telescopic component 8.

[0050] In some embodiments of the wheeled equipment rescue and repair vehicle group provided in this application, please refer to Figure 2 and Figure 3 The middle part of the force-applying rod 11 is provided with a slot that engages with the locking block, and the side wall of the slot is provided with a clearance groove for avoiding the traction rope 5.

[0051] Firstly, the clamp can be fixed to the traction rope 5 by welding or other means. In some more important cases, the clamp consists of two parts, namely two clamping plates. The two clamping plates clamp the traction rope 5 together with bolts or anchors.

[0052] The locking block needs to engage with the force-applying rod 11. The telescopic component 8 needs to apply force to the locking block through the force-applying rod 11. Therefore, the tight fit between the force-applying rod 11 and the locking block is crucial for effective escape. For this purpose, a locking groove is provided in the middle of the force-applying rod 11, and a clearance groove is provided on one side of the locking groove. During actual installation, the traction rope 5 needs to enter the locking groove through the clearance groove. The locking groove is open upwards, and then the force-applying rod 11 is moved upwards to engage the locking block within the locking groove.

[0053] After the engagement is completed, the support roller 2 continues to unwind. The traction rope 5 will not twist during the unwinding process, so the force bar 11 will follow the movement of the locking block and eventually engage with the limiting groove on the sleeve 12.

[0054] In some embodiments of the wheeled equipment rescue and repair vehicle group provided in this application, please refer to Figure 2 The top of the ferrule 12 is slidably mounted on the slide rail 9, and the telescopic component 8 is hinged to the ferrule 12.

[0055] The collet 12 is always connected to the top of the telescopic component 8. Before actual rescue, the telescopic component 8 is stored inside the frame 1, thus not affecting the vehicle's movement. When rescue is needed, the bottom end of the telescopic component 8 swings downward and eventually rests against the ground. When the support roller 2 is not unwound, the collet is located inside the multi-turn traction rope 5. After the support roller 2 is unwound to a certain extent, the collet is unwound from the support roller 2. At this time, the force-applying rod 11 is installed on the collet, and the force-applying rod 11 will not fall off the collet. The force-applying rod 11 will move with the traction rope 5 to the collet 12 and will gradually contact and abut against the limiting groove on the collet 12.

[0056] In order to ensure that the force-applying rod 11 can be accurately engaged in the limiting groove, a clearance through hole is provided in the middle of the sleeve 12, that is, at the bottom of the limiting groove. The traction rope 5 will pass through the clearance through hole, and the force-applying rod 11 will engage with the limiting groove.

[0057] In some embodiments of the wheeled equipment rescue and repair vehicle group provided in this application, please refer to Figure 2 The ferrule 12 engages with the slide rail 9, and the ferrule 12 has only the freedom to slide along the length of the slide rail 9. This engagement ensures that the traction rope 5 is only subjected to force along the length of the slide rail 9 during the extension of the telescopic component 8. The telescopic component 8 can be a hydraulic cylinder, thereby improving stability during movement.

[0058] In some embodiments of the wheeled equipment rescue and repair vehicle group provided in this application, please refer to Figure 2 The support roller 2 is located at the top of the frame 1, and the bottom of the frame 1 is equipped with a limit wheel 10. The traction rope 5 abuts against the limit wheel 10, and the axis of the limit wheel 10 is set perpendicular to the slide rail 9.

[0059] The support roller 2 has a certain outer diameter, and a traction rope 5 is wound on it. This means that the support roller 2 and the traction rope 5 need to occupy a certain volume. Since the bottom of the vehicle body is equipped with a transmission system and other devices, this places many requirements on the installation of the support roller 2. Based on the above problems, in this application, the support roller 2 is installed on the top of the frame 1, and a limit wheel 10 is provided below the support roller 2. The traction rope 5 unwound from the top of the frame 1 will first pass through the limit wheel 10 and then through the clamping sleeve 12.

[0060] With the above setup, during rescue and repair operations, the force exerted on the vehicle body by the tow rope 5 has a downward component. This component increases the maximum friction between the tires and the ground, thereby improving the vehicle's maximum traction under the current conditions. Compared to traditional components such as tow hooks, this avoids the risk of the vehicle tilting or overturning.

[0061] In some embodiments of the wheeled equipment rescue and repair vehicle group provided in this application, please refer to Figure 2 The bottom end of the telescopic component 8 is hinged to a positioning plate 6, and the bottom surface of the positioning plate 6 is fixed with multiple positioning pins 7 for inserting into the ground.

[0062] During the process of getting the vehicle out of trouble, the traction force for the vehicle needs to be provided by the rotation of the tires on the vehicle body, and also by the extension of the telescopic component 8 itself to pull the tow rope 5. For the above reasons, the top of the telescopic component 8 has a retainer 12 that engages with the positioning component, and the bottom needs to be positioned on the ground by the positioning plate 6.

[0063] Since the telescopic component 8 exerts a large force on the ground during its extension, it is necessary to ensure that the positioning plate 6 can be stably positioned on the ground. For the above reasons, multiple positioning pins 7 are fixed on the bottom surface of the positioning plate 6 in this application. Under the action of external force, the multiple positioning pins 7 will insert into the ground, thereby preventing the positioning plate 6 from sliding relative to the ground.

[0064] In some embodiments of the wheeled equipment rescue and repair vehicle group provided in this application, please refer to Figure 2 and Figure 4 An impactor 3 is installed on the frame 1. An obstacle 13 for avoiding the slide rail 9 is installed at the impact end of the impactor 3. The impactor 3 impacts the positioning plate 6 to insert the positioning pin 7 into the ground.

[0065] In order for multiple positioning pins 7 to be effectively inserted into the ground, an external force is required to impact the positioning plate 6. In addition, since the positioning plate 6 and the telescopic component 8 are both located under the vehicle body, it is not convenient for the staff to operate. For the above reasons, an impactor 3 is installed on the frame 1. Since the telescopic component 8 and the slide rail 9 are in the same plane, if the impactor 3 has an impact force on the positioning plate 6, the impactor 3 needs to be located above the slide rail 9. However, there will be interference between the impactor 3 and the positioning plate 6 and the slide rail 9.

[0066] To address the aforementioned issues, a force transmission frame is installed at the bottom of the impactor 3. The force transmission frame has a clearance groove for the clearance slide rail 9. The force transmission frame has an approximate U-shaped structure. When the positioning plate 6 needs to be positioned on the ground, the impactor 3 and the force transmission frame move downward together until the force transmission frame abuts against the positioning plate 6.

[0067] In some embodiments of the wheeled equipment rescue and repair vehicle group provided in this application, please refer to Figure 2 The impactor 3 is equipped with a winding wheel, and a winding rope 4 is connected between the winding wheel and the positioning plate 6. The winding wheel is used to store the telescopic component 8 with the help of the positioning plate 6.

[0068] To further improve the level of automation, that is, to reduce the operational procedures and labor intensity of personnel, a winding rope 4 is connected between the positioning disc 6 and the winding reel. In actual application, a winding reel is installed on the side wall of the impactor 3, and the winding rope 4 is attached to the winding reel. When the winding reel rotates, the winding rope 4 can be wound up. Since the other end of the winding rope 4 is attached to the positioning disc 6, the telescopic component 8 can be stored. When rescue and repair are needed, the winding reel unwinds in a certain sequence. After unwinding, the telescopic component 8 will swing downward under its own weight. The end of the telescopic component 8 is hinged to the positioning disc 6. Due to the restriction and constraint of the winding rope 4, the positioning disc 6 will always move downward in a nearly horizontal state. When the positioning disc 6 is placed horizontally on the ground, the impactor 3 will move downward to stabilize the positioning disc 6 on the ground.

[0069] In some embodiments of the wheeled equipment rescue and repair vehicle group provided in this application, please refer to Figure 2 The support roller 2 is connected to a drive wheel, which controls the rotation direction of the support roller 2. Another rescue method is proposed in this application: the vehicle can be parked, and then the drive wheel and telescopic component 8 can be used to pull the tow rope 5, thereby freeing the vehicle from its predicament.

[0070] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A wheeled equipment rescue and recovery vehicle unit, characterized in that, Include: A vehicle body; A frame body fixed on the vehicle body; A supporting and pulling mechanism, the supporting and pulling mechanism includes a supporting roller and a pulling rope; the supporting roller is installed on the frame body, the pulling rope is wound on the supporting roller, and the pulling rope is unwound from the supporting roller and used to be connected on a vehicle to be rescued; A lifting assembly installed on the vehicle body, the lifting assembly is used to pull the vehicle to be rescued in cooperation with the supporting and pulling mechanism; A positioning member including a clamping block and a force applying rod; the clamping block is fixed on the pulling rope; A slide rail fixed on the bottom of the frame body; A clamping sleeve slidingly arranged on the slide rail; the pulling rope penetrates through the clamping sleeve, and the clamping sleeve is used to be clamped in cooperation with the clamping block; the outer side of the clamping block is detachably sleeved with the force applying rod, and both ends of the force applying rod extend outwardly and are used to be clamped in cooperation with the clamping sleeve; A telescopic member, one end of the telescopic member is hinged on the clamping sleeve, and the other end of the telescopic member is used to be positioned on the ground; the telescopic member is used to drag the vehicle to be rescued by changing the length of the telescopic member and by means of cooperation of the clamping sleeve and the positioning member.

2. The wheeled equipment rescue service truck set of claim 1, wherein, A clamping groove is formed in the middle of the force applying rod and is used to be clamped in cooperation with the clamping block, and a giving slot is formed in the side wall of the clamping groove and is used to avoid the pulling rope.

3. The wheeled equipment rescue service truck set of claim 1, wherein, The clamping sleeve is slidingly arranged on the slide rail, and the telescopic member is hinged on the clamping sleeve.

4. The wheeled equipment rescue service truck set of claim 3, wherein, The clamping sleeve is clamped in cooperation with the slide rail, and the clamping sleeve only has a sliding degree along the length direction of the slide rail.

5. The wheeled equipment rescue service truck set of claim 1, wherein, The supporting roller is located on the top of the frame body, a limiting wheel is installed on the bottom of the frame body, the pulling rope abuts against the limiting wheel, and the axis of the limiting wheel is arranged perpendicularly to the slide rail.

6. The wheeled equipment rescue service truck set of claim 1, wherein, The bottom end of the telescopic member is hinged with a positioning disc, and a plurality of positioning pins for being inserted into the ground are fixed on the bottom surface of the positioning disc.

7. The wheeled equipment rescue service truck set of claim 6, wherein, An impactor is installed on the frame body, an avoiding frame for avoiding the slide rail is installed on the impact end of the impactor, and the impactor impacts the positioning disc to insert the positioning pins into the ground.

8. The wheeled equipment rescue service truck set of claim 7, wherein, A winding wheel is installed on the impactor, a winding rope is connected between the winding wheel and the positioning disc, and the winding wheel is used to accommodate the telescopic member by means of the positioning disc.

9. The wheeled equipment rescue service truck set of claim 1, wherein, A driving wheel is drivingly connected with the supporting roller, and the driving wheel is used to control the rotating direction of the supporting roller.

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