Modularized integrated oil supply system and device and control method thereof

Abstract

The invention discloses a modular integrated oil supply system and device and a control method of the modular integrated oil supply system and device, and belongs to the technical field of fuel vehicle equipment. The method comprises the steps that a main oil tank liquid level signal, an auxiliary oil tank liquid level signal, an auxiliary air cylinder air pressure signal and a vehicle speed signal are obtained, and whether an air pressure oil inlet mode and an air pressure oil discharge mode are forbidden or started or not is comprehensively judged; according to the comparison result of the main oil tank liquid level signal, the auxiliary oil tank liquid level signal and the related liquid level threshold value, prompt information is output so as to assist a driver in operating a switch assembly or prompting gravity refueling of the main oil tank or the auxiliary oil tank and executing safety control over refueling, oil discharging or double-cavity internal circulation of the auxiliary oil tank. The system integrates a controller, an oil pump set, a multi-valve element, a sensor assembly, a switch assembly, a main oil tank assembly and an auxiliary oil tank assembly. According to various data, automatic management of oil supply and oil discharge of the main oil tank and the auxiliary oil tank and double-cavity internal circulation of the auxiliary oil tank can be achieved, and the space utilization rate of an oil supply system is reasonably optimized.

Description

Technical Field

[0001] The present invention relates to a modular integrated oil supply system, a device and a control method thereof, and belongs to the technical field of fuel vehicle equipment. Background Art

[0002] Existing fuel truck fuel supply systems have the following design issues: 1. The existing dual-tank control system suffers from poor reliability, especially when configured with multiple tanks and chambers. The single circulation path within the multiple tanks makes the oil circulation rate insufficient to meet engine requirements. Furthermore, in a multi-chamber configuration, if the main fuel line solenoid valve becomes clogged and a backup line is not pre-installed, fuel supply interruptions can occur, making it difficult to increase the main tank's range and adapt to various operating conditions. 2. Existing fuel trucks face space constraints, making it difficult to further increase the fuel tank capacity. Simply raising the tank height to increase capacity results in insufficient ground clearance, impairing maneuverability in complex road conditions, and increasing the risk of chassis scratches and bottoming out, impacting normal vehicle operation. 3. While extending the fuel tank or adding a rear fuel tank can increase fuel reserves to a certain extent, it also takes up space on the side of the vehicle originally intended for other equipment, making the overall vehicle layout more compact and increasing the difficulty of equipment installation and maintenance. Furthermore, extending the fuel tank may also require lengthening the wheelbase, which increases the vehicle's turning radius, reducing its agility on narrow roads and around curves, and further deteriorating its maneuverability. Adding a rear fuel tank directly takes up cargo space, reducing its volume and, in turn, its load capacity. This is a serious drawback for trucks primarily used for transporting cargo, limiting their economic efficiency.

[0003] In addition, existing fuel trucks still face the problem of fuel supply in non-flat-bottom multi-chamber tanks during actual use. During vehicle driving, the fuel levels in different chambers change inconsistently, making it difficult for the fuel supply system to extract fuel stably and effectively, and it is easy to have poor or even interrupted fuel supply, which seriously affects the normal operation of the vehicle and increases the risk of engine failure.

[0004] Therefore, when existing fuel trucks cope with large fuel demands, the existing multi-tank fuel supply system has control design defects, insufficient space utilization, and many disadvantages caused by the layout position. The limited tank capacity leads to insufficient vehicle endurance and requires frequent refueling, which increases the time cost and fuel cost during the transportation process.

[0005] The existing fuel truck fuel supply system still has many unreasonable designs in its spatial layout. For example, the non-flat-bottom multi-chamber fuel tank causes technical difficulties in fuel supply. At the same time, the space inside the beam is occupied by scattered equipment from various systems, resulting in insufficient utilization and a messy layout, which is not conducive to the modular and integrated design of the fuel supply system. New technical solutions are urgently needed. Summary of the Invention

[0006] The purpose of the present invention is to provide a modular integrated oil supply system, device and control method thereof. The control method can monitor the main oil tank liquid level signal, the auxiliary oil tank liquid level signal, the auxiliary air reservoir air pressure signal and the vehicle speed signal in real time to output effective reference prompts to the driver, reminding the driver to automatically manage the oil supply, oil discharge and circulation in the dual chambers of the main and auxiliary oil tanks according to the real-time vehicle conditions and the real-time liquid levels of the main and auxiliary oil tanks. The oil supply system can solve the problems of insufficient space utilization and messy layout of the existing oil supply system design, and effectively improve the vehicle's endurance capability.

[0007] In order to solve the above technical problems, the present invention is implemented by adopting the following technical solutions.

[0008] In a first aspect, the present invention provides a modular integrated oil supply system control method, comprising: respectively obtaining a main fuel tank liquid level signal, a subsidiary fuel tank liquid level signal, an auxiliary air reservoir air pressure signal, and a vehicle speed signal; Determining whether to disable or enable the air pressure oil inlet mode and the air pressure oil discharge mode according to the comparison results of the vehicle speed signal and the vehicle speed threshold and the air pressure signal and the air pressure threshold; Output prompt information based on the comparison results of the main fuel tank liquid level signal, the auxiliary fuel tank liquid level signal and the relevant liquid level threshold value to assist the driver in operating the switch component or prompt the driver to gravity refuel the main fuel tank or the auxiliary fuel tank; After the driver operates the switch, the switch signal is received and corresponding control instructions are generated according to the switch signal to execute automatic control of refueling, draining or dual-chamber circulation of the auxiliary fuel tank.

[0009] Optionally, judging whether to disable or enable the air pressure oil inlet mode and the air pressure oil discharge mode based on the comparison results of the vehicle speed signal and the vehicle speed threshold and the air pressure signal and the air pressure threshold includes: When the vehicle speed signal is greater than the set speed threshold, the air pressure fuel supply mode from the main tank to the auxiliary tank is disabled, and the fuel discharge mode from the auxiliary tank to the main tank is enabled according to the main tank's endurance requirements; If the vehicle speed signal is less than or equal to the vehicle speed threshold, both the main tank to auxiliary tank air pressure oil supply mode and the auxiliary tank to main tank oil discharge mode are allowed to be turned on; If the air pressure signal is lower than the first air pressure threshold, the air pressure oil inlet mode from the main tank to the auxiliary tank and the air pressure oil discharge mode from the auxiliary tank to the main tank are both disabled, and the auxiliary tank pressurizing valve and the main tank vent pipe control valve are closed. The air pump replenishes the pressure for the auxiliary air outlet when starting, and the mode is disabled until the air pressure signal reaches the second air pressure threshold. If the air pressure inlet / outlet mode is disabled due to low air pressure, if the air pressure signal rises from a low value to reach the second air pressure threshold, then proceed to the next step. If the air pressure signal reaches the second air pressure threshold, both the air pressure oil inlet mode from the main tank to the auxiliary tank and the air pressure oil discharge mode from the auxiliary tank to the main tank are allowed to be opened.

[0010] Optionally, based on the comparison result of the main fuel tank liquid level signal, the auxiliary fuel tank liquid level signal and the relevant liquid level threshold, a prompt message is output to remind the driver to operate the switch component or gravity refuel the main fuel tank or the auxiliary fuel tank, including: If the main tank level signal and the auxiliary tank level signal are both lower than the lower limit of the level threshold, a refueling alarm is issued to remind the driver to manually gravity refuel the main tank or the auxiliary tank; wherein the auxiliary tank level signal includes the first oil chamber level signal and the second oil chamber level signal; If the vehicle speed signal is lower than the set speed threshold, the auxiliary tank to main tank refueling mode is not enabled, and the main tank liquid level signal increases by more than the set increase threshold, the main tank is sensed to perform manual gravity refueling; at the same time, if the auxiliary tank first oil chamber liquid level signal and the second oil chamber liquid level signal both do not reach the high level threshold, a main tank to auxiliary tank refueling prompt is generated; If the first oil chamber liquid level signal and the second oil chamber liquid level signal are both below the auxiliary tank low level threshold, and the main tank liquid level signal is below the main tank low level threshold, a prompt for draining oil from the auxiliary tank to the main tank is generated; If the first oil chamber liquid level signal is inconsistent with the second oil chamber liquid level signal, a double-chamber liquid level uneven prompt message is generated; The oil supply from the main oil tank to the auxiliary oil tank includes air pressure oil supply and oil supply from the first oil pump; the oil discharge from the auxiliary oil tank to the main oil tank includes air pressure oil discharge and oil discharge from the first oil pump.

[0011] Optionally, the switching signal includes a first switching signal, a second switching signal and a third switching signal; The first switch signal is used to control the second oil pump to perform double-chamber internal circulation to achieve double-chamber liquid level balance in the auxiliary oil tank; The second switch signal is used to control the first oil pump of the main oil tank and the auxiliary oil tank to feed oil or the first oil pump to discharge oil; The third switch signal is used to generate control instructions for the brake cylinder system, the oil circuit switching valve, the main tank vent pipe control valve, the auxiliary tank pressure relief valve and the auxiliary tank pressurizing valve when both the air pressure oil inlet mode from the main tank to the auxiliary tank and the air pressure oil discharge mode from the auxiliary tank to the main tank are allowed to be opened, so as to control the air pressure oil inlet or oil discharge of the main tank and the auxiliary tank; and to link the brake cylinder system, the oil circuit switching valve, the main tank vent pipe control valve, the auxiliary tank pressure relief valve and the auxiliary tank pressurizing valve to automatically open and close, so as to realize the air pressure oil inlet or oil discharge of the main tank and the auxiliary tank.

[0012] Optionally, after the driver operates the switch, the switch signal is received and corresponding control instructions are generated according to the switch signal to execute the refueling, draining or dual-chamber circulation control of the auxiliary fuel tank, including: If the second switch signal is received, a control instruction for starting, stopping and direction of the first oil pump is generated to execute the oil filling or oil discharge of the first oil pump of the auxiliary oil tank; If the third switch signal is received and both the pneumatic oil inlet mode from the main tank to the auxiliary tank and the pneumatic oil discharge mode from the auxiliary tank to the main tank are allowed to be turned on, control instructions for the opening and closing, valve position and opening of the oil circuit switching valve, the main tank vent pipe control valve and the auxiliary tank pressure relief valve are generated respectively, and the pneumatic oil inlet or oil discharge of the auxiliary tank is executed; If the first switch signal is received, and based on the comparison result of the first oil chamber liquid level signal and the second oil chamber liquid level signal, a control instruction for the second oil pump to rotate forward or reverse is generated, and the internal circulation control between the first oil chamber and the second oil chamber is executed to balance the double-chamber liquid levels of the auxiliary oil tank.

[0013] Optionally, outputting prompt information based on the comparison result of the main tank liquid level signal, the auxiliary tank liquid level signal and the relevant liquid level threshold value also includes: When the auxiliary tank is filling with oil, if the main tank liquid level reaches the main tank low level threshold, or the auxiliary tank reaches the high level threshold and triggers the high level protection alarm, the auxiliary tank first oil pump oil filling mode is turned off; If the vehicle speed signal is greater than the vehicle speed threshold, the mode of pneumatic fuel injection from the main tank to the auxiliary tank is disabled, and a message is generated and visually output; If the auxiliary tank reaches the high level threshold and triggers the high level protection alarm, the main tank will disable the air pressure oil supply mode to the auxiliary tank, control the reset of each valve and generate an alarm message. The alarm message is output in visual and voice modes; the voice output includes a buzzer or voice broadcast; When the auxiliary tank is filling or draining oil, if the air pressure signal is lower than the first air pressure threshold, the air pressure oil supply mode from the main tank to the auxiliary tank and the air pressure oil discharge mode from the auxiliary tank to the main tank are both disabled. At this time, the fuel supply system is in the air pressure protection state, and the air pressure protection state is forwarded and visually output through messages.

[0014] In a second aspect, the present invention provides a modular integrated oil supply system, comprising: Fuel tank controller, fuel pump assembly, auxiliary fuel tank pressurizing valve, auxiliary fuel tank pressure relief valve, main fuel tank vent pipe control valve, oil circuit switching valve, sensor assembly, switch assembly, main fuel tank assembly and auxiliary fuel tank assembly; The fuel tank controller is electrically connected to the fuel pump assembly, the auxiliary fuel tank pressurizing valve, the auxiliary fuel tank pressure relief valve, the main fuel tank vent pipe control valve, the oil circuit switching valve, the sensor assembly, and the switch assembly to obtain the main fuel tank and auxiliary fuel tank liquid level signals, air pressure signals, and vehicle speed signals to perform the steps of any one of claims 1 to 6; The auxiliary fuel tank assembly is arranged in the gap between the longitudinal beams of the vehicle frame, and the main fuel tank assembly is installed close to the auxiliary fuel tank assembly; The main fuel tank in the main fuel tank assembly is respectively connected to the oil circuit switching valve and the main fuel tank vent pipe control valve The auxiliary fuel tank in the auxiliary fuel tank assembly is respectively connected to the oil circuit switching valve, the auxiliary fuel tank pressurizing valve, and the auxiliary fuel tank pressure relief valve; The switch assembly is electrically connected to the oil pump group and each valve respectively, and the oil pump group includes a first oil pump and / or a second oil pump.

[0015] Optionally, the main fuel tank assembly includes a main fuel tank bracket connected to the frame longitudinal beam, a main fuel tank body placed on the main fuel tank bracket, an oil filter device connected to the main fuel tank body, and a fuel tank float; A first groove is provided on one side of the main oil tank body close to the longitudinal beam of the frame, and the oil filter device is built into the first groove, and oil is supplied to the engine through the oil filter device; The main fuel tank body is provided with a plurality of openings, which are respectively connected to the fuel tank cover and the fuel tank float; The oil tank float is provided with a plurality of pipeline openings, and the plurality of pipeline openings are respectively connected to the main oil tank oil return pipe, the main oil tank oil outlet pipe and the main oil tank ventilation pipe.

[0016] Optionally, the main oil tank return pipe is connected to the engine oil return pipe and the auxiliary oil tank through an oil circuit switching valve, and a one-way valve is provided on the engine oil return pipe; The main oil tank oil outlet pipe is connected to the engine oil supply pipe through an oil filter device; The main fuel tank vent pipe is connected to the auxiliary air reservoir and the outside world through a main fuel tank vent pipe control valve.

[0017] Optionally, the auxiliary fuel tank assembly includes an auxiliary fuel tank bracket connected to the frame longitudinal beam, an auxiliary fuel tank body provided on the auxiliary fuel tank bracket and the transmission shaft, two sets of gas cylinder assemblies installed on the auxiliary fuel tank body, a partition assembly connected to the auxiliary fuel tank body and the gas cylinders respectively, and an internal circulation assembly provided in the auxiliary fuel tank body; A second groove is provided on the bottom side of the auxiliary oil tank body, and the opening direction and size of the second groove are adapted to the transmission shaft; The auxiliary fuel tank body is also provided with a plurality of openings, including an auxiliary fuel tank pressurization port, an auxiliary fuel tank air pressure supply port, an auxiliary fuel tank refueling port, an auxiliary fuel tank exhaust port and a bottom fuel port; A plurality of lifting lugs are provided on the auxiliary oil tank body.

[0018] Optionally, the auxiliary tank pressurization port is connected to the auxiliary tank pressurization valve via an auxiliary tank pressurization pipe; The auxiliary tank air pressure oil supply port is internally connected to a large-cavity air pressure oil delivery pipe and externally connected to an auxiliary tank oil delivery pipe; the auxiliary tank air pressure oil supply port is connected to the oil circuit switching valve through the auxiliary tank oil delivery pipe; The auxiliary tank refueling port is at the same height as the top surface of the auxiliary tank body. A water collecting groove is provided on the outside of the auxiliary tank refueling port. The outer end of the refueling port is screwed with a tank cap. A refueling filter is provided on the inner wall of the refueling port. The water collecting tank is connected to a water collecting tank drain pipe at a lower position, and the water collecting tank drain pipe is communicated with the outside world; The auxiliary fuel tank exhaust port is connected to the auxiliary fuel tank pressure relief valve through a first exhaust pipe, and the auxiliary fuel tank pressure relief valve exhaust port is connected to the outside through a second exhaust pipe; The bottom oil port is connected to the oil delivery transition pipe through the oil pump supply pipe and the first oil pump, and the oil delivery transition pipe is connected to the main oil tank return pipe.

[0019] Optionally, the partition assembly includes a gas cylinder partition installed in the gas cylinder and an oil chamber partition installed in the auxiliary fuel tank; The oil chamber partition is arranged along the extension direction of the second groove, and the bottom and both ends of the oil chamber partition are connected to the inner wall of the auxiliary oil tank, and a gap is reserved between the top and the top inner wall of the auxiliary oil tank; The auxiliary oil tank body is divided into a first oil chamber and a second oil chamber by an oil chamber partition, and the internal circulation is inserted between the first oil chamber and the second oil chamber.

[0020] Optionally, the depths of the second groove at both ends in the length direction are different, with the depth at one end close to the gearbox being deeper than the other end; the height of the top inner wall of the second groove at one end close to the gearbox is higher than the other end, so that the cross-section of the second groove in the length direction is trapezoidal; The volume of the first oil chamber is smaller than the volume of the second oil chamber; The bottom of the second oil chamber is connected to the large-chamber air pressure oil pipeline, and the inner wall of the auxiliary oil tank refueling port and the refueling filter are completely placed in the second oil chamber; A through hole is provided on the oil chamber partition, the through hole is located at an end of the second groove away from the gearbox, and the through hole is plugged into the internal circulation component; The internal circulation assembly includes a siphon pipe and / or a combination of a second oil pump and a connecting pipe; The two ends of the siphon pipe passing through the through hole are respectively placed at the bottom of the first oil chamber and the second oil chamber, and the end of the siphon pipe placed in the second oil chamber is provided with an end float; The second oil pump is installed in the first oil chamber, the second oil pump inlet is connected to the bottom of the first oil chamber, the second oil pump outlet is connected to the connecting pipe, and the connecting pipe is connected to the bottom of the second oil chamber through the oil chamber partition.

[0021] Optionally, a high liquid level protection device is provided in the second oil chamber; The high liquid level protection device includes a lower limit member connected to the inner wall of the auxiliary oil tank, and a floating member installed in the second oil chamber and corresponding to the lower limit stop member; The floating member includes a floating ball and a floating ball rotating shaft connected to the floating ball and installed on the inner wall of the second oil chamber. The floating ball is arranged corresponding to the exhaust port of the auxiliary oil tank; The auxiliary tank exhaust port is internally connected with a sealing cover, which is conical in shape, with the diameter of the end close to the auxiliary tank exhaust port being the smallest and the diameter of the other end being larger than the diameter of the float ball.

[0022] Optionally, the float shaft includes a rotating support connected to the inner wall of the second oil chamber and a rotating shaft connected to the rotating support; One end of the rotating shaft away from the rotating support is connected to the float, and one side corresponds to the lower limit member, which is used to stop and limit the rotating shaft when the liquid level is low.

[0023] Optionally, a main fuel tank strap is provided at the main fuel tank bracket, and an auxiliary fuel tank strap is provided at the auxiliary fuel tank bracket; The auxiliary fuel tank bracket and the main fuel tank bracket are both L-shaped, and the auxiliary fuel tank brackets are symmetrically installed on both sides of the auxiliary fuel tank body and are respectively connected to the two frame longitudinal beams; Each auxiliary fuel tank strap is fixed in an inverted U shape between two symmetrically arranged auxiliary fuel tank brackets to fix the auxiliary fuel tank body on the auxiliary fuel tank brackets; The number of the auxiliary fuel tank bracket and the main fuel tank bracket is more than one, and the auxiliary fuel tank bracket and the main fuel tank bracket located on the same straight line and fixed to the same longitudinal beam side are fixedly connected by a reinforcing plate to form an inverted T-shaped main and auxiliary fuel tank common bracket; The main fuel tank band fixes the main fuel tank body along the opening direction of the main fuel tank bracket, and the main fuel tank band is L-shaped corresponding to the main fuel tank bracket.

[0024] Optionally, the two groups of gas cylinder assemblies include a single-cavity gas cylinder and a multi-cavity gas cylinder mounted on the auxiliary fuel tank body, a gas cavity drain pipe connected to the gas cylinder, and end gas path interfaces and one or more side gas path interfaces respectively connected to the gas cylinder; The number of the air cavity drainage pipes corresponds to the number of air cavities, and each air cavity drainage pipe extends from the lower position of the air cavity bottom to the outside of the auxiliary fuel tank, and a water and air drain valve is provided at the end of the drainage pipe; The end air path interface and the side air path interface are respectively connected to air pipes, and one of the air pipes is connected to the main fuel tank ventilation control valve, and the other air pipe is connected to the auxiliary fuel tank pressurization valve, which is used to provide air pressure pressurization function for the main fuel tank and the auxiliary fuel tank.

[0025] Optionally, the sensor assembly includes a plurality of liquid level sensors installed in the auxiliary fuel tank, a float level gauge provided in the float of the main fuel tank, a vehicle speed sensor installed at the gearbox, and an air pressure sensor provided at the auxiliary air reservoir; The plurality of liquid level sensors include a first liquid level sensor and a second liquid level sensor respectively installed in the first oil chamber and the second oil chamber, and a third liquid level sensor installed on the high liquid level protection device.

[0026] Optionally, the multiple liquid level sensors include a first oil chamber float and a second oil chamber float respectively installed in the first oil chamber and the second oil chamber.

[0027] In a third aspect, the present invention provides an oil supply system control device, comprising: Multi-source data acquisition module, air pressure control judgment module, auxiliary decision module and execution module; The multi-source data acquisition module is used to respectively obtain the main fuel tank liquid level signal, the auxiliary fuel tank liquid level signal, the auxiliary air reservoir air pressure signal and the vehicle speed signal; The air pressure control judgment module is used to judge whether to disable or enable the air pressure oil injection mode and the air pressure oil discharge mode according to the comparison results of the vehicle speed signal and the vehicle speed threshold and the air pressure signal and the air pressure threshold; The auxiliary decision module is used to output prompt information based on the comparison results of the main fuel tank liquid level signal, the auxiliary fuel tank liquid level signal and the relevant liquid level threshold value to assist the driver in operating the switch component or prompt the driver to gravity refuel the main fuel tank or the auxiliary fuel tank; After the driver operates the switch, the execution module is used to receive the switch signal and generate corresponding control instructions according to the switch signal to execute automatic control of refueling, draining or dual-chamber circulation of the auxiliary fuel tank.

[0028] Compared with the prior art, the present invention has the following beneficial effects: The control method of the present invention can integrate multiple sensors and multiple control strategies, and output reference prompts for intelligent decision-making to the driver by real-time monitoring of the main fuel tank liquid level signal, the auxiliary fuel tank liquid level signal, the auxiliary air reservoir air pressure signal and the vehicle speed signal, reminding the driver to operate the switch component according to the real-time vehicle condition and the real-time liquid levels of the main and auxiliary fuel tanks, and adaptively control the refueling, draining and dual-cavity circulation of the main and auxiliary fuel tanks. In response to various complex working conditions such as air pressure fluctuations, unstable vehicle speed, and oil circuit abnormalities, the main and auxiliary fuel tanks' oil filling and draining processes are optimized, avoiding misjudgment and erroneous operation caused by single sensor failure, and improving the vehicle's endurance and the efficiency of multi-tank internal circulation.

[0029] The fuel supply system of the present invention integrates power control, fuel circuit switching, sensor acquisition, and main and auxiliary fuel tank assemblies through a fuel tank controller, a fuel pump group, an auxiliary fuel tank pressurizing valve, an auxiliary fuel tank pressure relief valve, a main fuel tank vent pipe control valve, an oil circuit switching valve, a sensor component, a switch component, a main fuel tank assembly, and an auxiliary fuel tank assembly; clarifies the switching conditions and execution logic of the internal circulation modes of a single fuel tank, a dual fuel tank, and a multi-cavity fuel tank; comprehensively analyzes the vehicle operation status by integrating the multi-source data signals of the liquid level, air pressure, vehicle speed, and each execution valve, and assists the driver in making fuel supply decision interactions based on the vehicle operation status.

[0030] The auxiliary fuel tank is arranged along the drive shaft to make full use of the space on the top and both sides of the drive shaft, expand the total fuel tank capacity, increase the ground clearance and rationally utilize the frame gap space; taking advantage of the fact that liquids do not have too many restrictions on the shape of non-high-pressure containers, the gas cylinder and the fuel tank are creatively integrated, which fully utilizes the gap space while effectively improving the coordinated fuel supply efficiency and internal circulation efficiency of the dual fuel tanks.

[0031] The main and auxiliary fuel tanks are connected to the brake cylinder system, so that both the main and auxiliary fuel tanks have the function of air pressure oil inlet and oil discharge. The refueling personnel can choose to gravity refuel the main fuel tank only. After operating the gravity refueling of the main fuel tank, the switch assembly can be operated to automatically refuel, double-cavity balance and exhaust more than one auxiliary fuel tank through the main fuel tank after the main fuel tank is filled, until the liquid level in the auxiliary fuel tank reaches the highest point and stops. After the oil is filled in each auxiliary fuel tank, the main fuel tank cover can be opened again to continue filling the main fuel tank to complete the complete refueling process of the main and auxiliary fuel tanks. This process can save the refueling personnel the gravity refueling procedure of the auxiliary fuel tank and there is no need to frequently climb the frame. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 Shown is a flow chart of a modular integrated oil supply system control method of the present invention; Figure 2 Shown is a topological diagram of the modular integrated oil supply system of the present invention; Figure 3 Shown is the electrical connection structure diagram of the fuel tank controller of the modular integrated fuel supply system of the present invention; Figure 4 Shown is a schematic diagram of the installation of the modular integrated oil supply system and transmission system of the present invention; Figure 5 Shown is a top view of the pneumatic oil supply of the modular integrated oil supply system of the present invention; Figure 6 Shown is a top view of the oil supply of the electric pump of the modular integrated oil supply system of the present invention; Figure 7 The figure shows a schematic top view of the main oil tank expansion of the modular integrated oil supply system of the present invention; Figure 8 Shown is a top isometric view of the pneumatic oil supply of the modular integrated oil supply system of the present invention; Figure 9 The figure shows a top isometric view of the oil supply of the electric pump of the modular integrated oil supply system of the present invention; Figure 10 The figure shows an axonometric view of the auxiliary fuel tank of the modular integrated fuel supply system of the present invention for pneumatic fuel supply; Figure 11 The figure shows a longitudinal cross-sectional view of the auxiliary fuel tank and gas cylinder of the modular integrated fuel supply system of the present invention; Figure 12 The figure shows a longitudinal cross-sectional view of the auxiliary fuel tank of the modular integrated fuel supply system of the present invention along the boundary of the partition plate; Figure 13 The figure shows a longitudinal cross-sectional view of the auxiliary fuel tank of the modular integrated fuel supply system of the present invention along the fuel filling port; Figure 14 The figure shows a transverse cross-sectional rear view of the auxiliary fuel tank along the fuel filling port of the modular integrated fuel supply system of the present invention; Figure 15 The figure shows a transverse cross-sectional front view of the auxiliary fuel tank of the modular integrated fuel supply system of the present invention along the fuel filling port; Figure 16 The figure shows a transverse cross-sectional view of the auxiliary oil tank and the transmission shaft of the modular integrated oil supply system of the present invention; Figure 17 Shown is a transverse cross-sectional view of the auxiliary oil tank and the transmission shaft of the modular integrated oil supply system of the present invention; Figure 18 Shown is a transverse cross-sectional view of the first oil chamber, the second oil chamber and the second oil pump of the modular integrated oil supply system of the present invention; Figure 19 Shown is a schematic diagram of the different liquid levels of the first oil chamber, the second oil chamber and the siphon tube of the modular integrated oil supply system of the present invention.

[0033] In the figure: 1, frame longitudinal beam, 2, gearbox, 3, drive shaft, 4, auxiliary fuel tank bracket, 5, main fuel tank end face, 6, first groove, 7, oil filter device, 8, main fuel tank bracket, 9, common bracket, 10, auxiliary fuel tank assembly, 11, auxiliary fuel tank strap, 12, auxiliary fuel tank body, 13, gas cylinder, 14, main fuel tank strap, 15, main fuel tank refueling port, 16, main fuel tank float, 17, auxiliary fuel tank exhaust port, 18, auxiliary fuel tank air pressure supply port, 19, auxiliary fuel tank pressurization port, 20, frame backrest crossbeam, 21, Air dryer, 22. Main fuel tank body, 23. Frame crossbeam, 24. Water collecting tank, 25. Main fuel tank return pipe, 26. Main fuel tank vent pipe, 27. Main fuel tank outlet pipe, 28. Main fuel tank vent pipe control valve, 29. Engine fuel supply pipe, 30. Engine fuel return pipe, 31. Oil circuit switching valve, 32. Auxiliary fuel tank oil pipe, 33. Auxiliary fuel tank outlet pipe, 34. End gas circuit interface, 35. Oil transition pipe, 36. First oil pump, 37. Common main fuel tank side bracket, 38. Reinforcement plate, 39. Oil pump Fuel supply pipe, 40, common auxiliary fuel tank side bracket, 41, second groove, 42 auxiliary fuel tank pressurizing pipe, 43, second exhaust pipe, 44, first exhaust pipe, 45, second oil chamber, 46, auxiliary fuel tank pressure relief valve, 47, signal plug port, 48, auxiliary fuel tank pressurizing valve, 49, first oil chamber, 50, lifting ear, 51, side air path interface, 52, multi-cavity drain pipe, 53, gas cylinder partition, 54, drain and air release valve, 55, oil chamber partition, 56, siphon, 57, refueling filter, 58, single cavity drain pipe, 59. Large-cavity air pressure oil pipeline, 60. Water collecting trough drain pipe, 61 Inner wall of oil filling port, 62. Second oil chamber end of siphon tube, 63. First oil chamber end of siphon tube, 64. Third liquid level sensor, 65. Float shaft, 66. Lower limit member, 67. Low-level float, 68. Float, 69. Second oil pump, 70. End float, 71. Second oil chamber high level, 72. First oil chamber low level, 73. First liquid level sensor, 74. Second liquid level sensor, 75. Main oil tank pressurized air supply pipe, 76. Connecting pipe. DETAILED DESCRIPTION

[0034] The present invention will be further described below in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solutions of the present invention and are not intended to limit the scope of protection of the present invention. Example

[0035] This embodiment is a modular integrated oil supply system control method, such as Figure 1 Shown include: S1: Obtain the main fuel tank level signal, auxiliary fuel tank level signal, auxiliary air reservoir pressure signal and vehicle speed signal respectively; S2: Determine whether to disable or enable the air pressure oil inlet mode and the air pressure oil discharge mode based on the comparison results of the vehicle speed signal and the vehicle speed threshold and the air pressure signal and the air pressure threshold; S3: Outputting prompt information based on the comparison results of the main fuel tank liquid level signal, the auxiliary fuel tank liquid level signal and the relevant liquid level thresholds to assist the driver in operating the switch component or prompting the driver to gravity refuel the main fuel tank or the auxiliary fuel tank; S4: After the driver operates the switch, the switch signal is received and corresponding control instructions are generated according to the switch signal to execute automatic control of refueling, draining or dual-chamber circulation of the auxiliary fuel tank.

[0036] The execution subject in this embodiment is the fuel tank controller, such as Figure 2 The electrical connection diagram of the fuel tank controller is shown in the figure. The fuel tank controller is electrically connected to the first fuel pump, the second fuel pump, the auxiliary fuel tank pressurizing valve, the auxiliary fuel tank pressure relief valve, the main fuel tank vent pipe control valve, the oil circuit switching valve, the sensor assembly, the buzzer and the switch assembly, and communicates with the entire vehicle through CAN to obtain the vehicle speed sensor signal, output prompt information to the vehicle display equipment and instruments, obtain the main fuel tank and auxiliary fuel tank liquid level signal, air pressure signal and vehicle speed signal to execute the steps of the above method. The fuel tank controller of this embodiment is as follows Figure 2 As shown, it has 29 pins, of which pins 1 and 2 are the low-voltage power supply and ground wire of the fuel tank controller, pins 3, 4, and 5 are the oil inlet control input, common end, and oil discharge control input of the first switch (second oil pump), pins 6 and 7 are the oil inlet control input and oil discharge control input of the second switch (first oil pump) (the common end is shared with pin 4 of the first switch), pins 8 and 9 are the oil inlet control input and oil discharge control input of the third switch (air pressure inlet and outlet) (the common end is shared with pin 4 of switch 1), 10 and 11 are the control signal output pins and ground of the auxiliary tank pressure relief valve, 12 is the control signal output pin of the auxiliary tank pressurization valve, 13 is the control signal output pin of the main tank vent pipe control valve, and 14 is the control signal output pin of the oil circuit switching valve Pins 15, 16, and 17 are the power supply, signal, and ground wires of the air pressure sensor; pins 18 and 19 are the positive and negative poles of the drive line of the second oil pump (reverse driveable); pins 20 and 21 are the positive and negative poles of the drive line of the first oil pump (reverse driveable); pins 22 and 23 are the signal and power common terminals of the third liquid level sensor; pins 24 and 25 are the liquid level sensor signal terminals of the first oil chamber and the second oil chamber respectively (the power supply terminal can be shared with pin 23). If the first oil chamber and the second oil chamber respectively use oil float type liquid level sensors, pins 22-25 can be assigned to the corresponding pair of oil floats. Pins 26 and 27 are the high and low signal lines of the CAN line that communicate with the vehicle tank controller or directly with other actuators and sensors of the vehicle. Pins 28 and 29 are the buzzer output signal and ground wires.

[0037] Optionally, in step 2, determining whether to disable or enable the air pressure oil inlet mode and the air pressure oil discharge mode based on the comparison results of the vehicle speed signal and the vehicle speed threshold and the air pressure signal and the air pressure threshold includes: When the vehicle speed signal is greater than the set speed threshold, the air pressure fuel supply mode from the main tank to the auxiliary tank is disabled, and the fuel discharge mode from the auxiliary tank to the main tank is enabled according to the main tank's endurance requirements; If the vehicle speed signal is less than or equal to the vehicle speed threshold, both the main tank to auxiliary tank air pressure oil supply mode and the auxiliary tank to main tank oil discharge mode are allowed to be turned on; If the air pressure signal is lower than the first air pressure threshold, the air pressure oil inlet mode from the main tank to the auxiliary tank and the air pressure oil discharge mode from the auxiliary tank to the main tank are both disabled, and the auxiliary tank pressurizing valve and the main tank vent pipe control valve are closed. The air pump replenishes the pressure for the auxiliary air outlet when starting, and the mode is disabled until the air pressure signal reaches the second air pressure threshold. If the air pressure inlet / outlet mode is disabled due to low air pressure, if the air pressure signal rises from a low value to reach the second air pressure threshold, then proceed to the next step. If the air pressure signal reaches the second air pressure threshold, both the air pressure oil inlet mode from the main tank to the auxiliary tank and the air pressure oil discharge mode from the auxiliary tank to the main tank are allowed to be opened.

[0038] Optionally, in step 3, based on the comparison result of the main fuel tank liquid level signal, the auxiliary fuel tank liquid level signal and the relevant liquid level threshold, a prompt message is output to remind the driver to operate the switch component or gravity refuel the main fuel tank or the auxiliary fuel tank, including: If the main tank level signal and the auxiliary tank level signal are both lower than the lower limit of the level threshold, a refueling alarm is issued to remind the driver to manually gravity refuel the main tank or the auxiliary tank; wherein the auxiliary tank level signal includes the first oil chamber level signal and the second oil chamber level signal; If the vehicle speed signal is lower than the set speed threshold, the auxiliary tank to main tank refueling mode is not enabled, and the main tank liquid level signal increases by more than the set increase threshold, the main tank is sensed to perform manual gravity refueling; at the same time, if the auxiliary tank first oil chamber liquid level signal and the second oil chamber liquid level signal both do not reach the high level threshold, a main tank to auxiliary tank refueling prompt is generated; If the first oil chamber liquid level signal and the second oil chamber liquid level signal are both below the auxiliary tank low level threshold, and the main tank liquid level signal is below the main tank low level threshold, a prompt for draining oil from the auxiliary tank to the main tank is generated; If the first oil chamber liquid level signal is inconsistent with the second oil chamber liquid level signal, a double-chamber liquid level uneven prompt message is generated; Among them, the oil supply from the main oil tank to the auxiliary oil tank includes air pressure oil supply and oil supply from the first oil pump; the oil discharge from the auxiliary oil tank to the main oil tank includes air pressure oil discharge and oil discharge from the first oil pump.

[0039] Optionally, the switch signal includes a first switch signal, a second switch signal and a third switch signal; The first switch signal is used to control the second oil pump to perform double-chamber internal circulation to achieve double-chamber liquid level balance in the auxiliary oil tank; The second switch signal is used to control the first oil pump of the main oil tank and the auxiliary oil tank to feed oil or discharge oil; The third switch signal is used to generate control instructions for the brake cylinder system, the oil circuit switching valve, the main tank vent pipe control valve, the auxiliary tank pressure relief valve and the auxiliary tank pressurizing valve when both the air pressure oil inlet mode from the main tank to the auxiliary tank and the air pressure oil discharge mode from the auxiliary tank to the main tank are allowed to be opened, so as to control the air pressure oil inlet or oil discharge of the main tank and the auxiliary tank; and to link the brake cylinder system, the oil circuit switching valve, the main tank vent pipe control valve, the auxiliary tank pressure relief valve and the auxiliary tank pressurizing valve to automatically open and close, so as to realize the air pressure oil inlet or oil discharge of the main tank and the auxiliary tank.

[0040] Optionally, after the driver operates the switch in step 4, a switch signal is received and a corresponding control instruction is generated according to the switch signal to execute the refueling, draining or dual-chamber circulation control of the auxiliary fuel tank, including: If the second switch signal is received, a control instruction for starting, stopping and direction of the first oil pump is generated to execute the oil filling or oil discharge of the first oil pump of the auxiliary oil tank; If the third switch signal is received and both the pneumatic oil inlet mode from the main tank to the auxiliary tank and the pneumatic oil discharge mode from the auxiliary tank to the main tank are allowed to be turned on, control instructions for the opening and closing, valve position and opening of the oil circuit switching valve, the main tank vent pipe control valve and the auxiliary tank pressure relief valve are generated respectively, and the pneumatic oil inlet or oil discharge of the auxiliary tank is executed; If the first switch signal is received, and based on the comparison result of the first oil chamber liquid level signal and the second oil chamber liquid level signal, a control instruction for the second oil pump to rotate forward or reverse is generated, and the internal circulation control between the first oil chamber and the second oil chamber is executed to balance the double-chamber liquid levels of the auxiliary oil tank.

[0041] Optionally, in step 3, outputting prompt information based on the comparison result of the main tank liquid level signal, the auxiliary tank liquid level signal and the relevant liquid level threshold value may also include: When the auxiliary tank is filling with oil, if the main tank liquid level reaches the main tank low level threshold, or the auxiliary tank reaches the high level threshold and triggers the high level protection alarm, the auxiliary tank first oil pump oil filling mode is turned off; If the vehicle speed signal is greater than the vehicle speed threshold, the mode of pneumatic fuel injection from the main tank to the auxiliary tank is disabled, and a message is generated and visually output; If the auxiliary tank reaches the high level threshold and triggers the high level protection alarm, the main tank will disable the air pressure oil supply mode to the auxiliary tank, control the reset of each valve and generate an alarm message. The alarm message is output in visual and voice modes; the voice output includes a buzzer or voice broadcast; When the auxiliary tank is filling or draining oil, if the air pressure signal is lower than the first air pressure threshold, the air pressure oil supply mode from the main tank to the auxiliary tank and the air pressure oil discharge mode from the auxiliary tank to the main tank are both disabled. At this time, the fuel supply system is in the air pressure protection state, and the air pressure protection state is forwarded and visually output through messages.

[0042] When the present embodiment adopts the air pressure oil filling and discharge scheme, the program sets a low air pressure protection threshold 1. When the auxiliary storage air pressure is lower than the protection threshold, the oil filling and discharge procedures are suspended, and the corresponding pressurizing valve or air-closing valve for pressurizing the corresponding fuel tank in the process is closed, the radial storage air pressure is locked and waits for the air pressure to recover. When the air pressure recovers to the starting threshold 2, the corresponding valve can be driven to open and the oil filling and discharge procedures can be continued. The protection threshold 1 and the starting threshold 2 can be calibrated and set according to the actual needs of different vehicles, and the air pressure protection status is sent out through a message. The air pressure value and the low air pressure protection icon or text prompt can be displayed on the instrument.

[0043] When the vehicle is in motion, meaning its speed is greater than or equal to the set speed threshold 3 (e.g., greater than 5 km / h), air pressure refueling is not permitted. This prevents the main tank's fuel level from being depleted when refueling is not required, which would reduce the current main tank's range. However, the oil draining process, when conditions are met, allows for timely and convenient refueling of the main tank.

[0044] When the air pressure of the front and rear brake cylinders is low during driving, and the air pressure is lower than the set threshold 4, the air pressure oil drainage program will be suspended to ensure that the vehicle engine air pump can replenish air to the front and rear brake cylinders in a timely and efficient manner, avoiding competition for the priority air pump to replenish air pressure, resulting in insufficient air pressure in the brake system or slow recovery, and unpredictable braking risks. The air pressure oil drainage function during driving can be restored until the air pressure of the front and rear brake cylinders returns to the set air pressure threshold 5. Example

[0045] This embodiment provides a modular integrated oil supply system, such as Figure 2 and Figure 3 The components shown include: a fuel tank controller, a fuel pump assembly, a secondary fuel tank pressurizing valve 48, a secondary fuel tank pressure relief valve 46, a main fuel tank vent pipe 26 control valve 28, a fuel line switching valve 31, a sensor assembly, a switch assembly, a main fuel tank assembly, and a secondary fuel tank assembly 10; The fuel tank controller is electrically connected to the fuel pump assembly, the auxiliary fuel tank pressurizing valve 48, the auxiliary fuel tank pressure relief valve 46, the main fuel tank vent pipe 26 control valve 28, the oil circuit switching valve 31, the sensor assembly, and the switch assembly to obtain the main fuel tank and auxiliary fuel tank liquid level signals, air pressure signals, and vehicle speed signals to execute the steps of the method of Example 1; like Figures 4 to 6 As shown, the auxiliary fuel tank assembly 10 is arranged in the gap between the frame longitudinal beams 1, and the main fuel tank assembly is installed close to the auxiliary fuel tank assembly 10; The main fuel tank in the main fuel tank assembly is connected to the oil circuit switching valve 31 and the main fuel tank vent pipe 26 control valve 28 respectively The auxiliary fuel tank in the auxiliary fuel tank assembly 10 is connected to the oil circuit switching valve 31, the auxiliary fuel tank pressurizing valve 48, and the auxiliary fuel tank pressure relief valve 46 respectively; The switch assembly is electrically connected to the oil pump assembly and each valve, and the oil pump assembly includes a first oil pump 36 and / or a second oil pump 69. In this embodiment, the frame cross member 23 at the rear of the transmission 2 and the frame backrest cross member 20 at the front of the rear axle have several regular square spaces. However, because the drive shaft 3 passes diagonally through the middle bottom of the beam below the lower wing surface of the frame, the depth and volume of these spaces are wasted, making it impossible to arrange regular large-scale components. Only pipelines or miscellaneous small-scale components such as valves and brake cylinders 13 can be arranged inside the longitudinal beam. This results in low space utilization, low system integration, and difficulty in fully utilizing the space and achieving a modular design.

[0046] Taking advantage of the fact that non-high-pressure liquids can be contained in containers of any shape, the fuel tank is made into a special shape that adapts to the irregular space. An oblique groove is designed in the middle according to the arrangement direction and movement envelope of the drive shaft 3, so that the bottom of the auxiliary fuel tank can ride on the drive shaft 3 like a saddle, and make full use of the space on the top and both sides of the drive shaft 3. At the same time, two cylindrical brake cylinders 13 can be selectively arranged longitudinally on both sides of the top of the fuel tank, similar to the items fixed on both sides of the saddle. The number of frame longitudinal beams 1 is more than one, and the auxiliary fuel tank assembly 10 is set in the gap between adjacent frame longitudinal beams 1.

[0047] Optional, such as Figures 4 to 6 The main fuel tank assembly shown includes: a main fuel tank bracket 8, a main fuel tank body, an oil filter device 7, and a main fuel tank float 16; the main fuel tank bracket 8 is connected to the frame longitudinal beam 1 near the auxiliary fuel tank side, and the main fuel tank body is placed on the main fuel tank bracket 8. The oil filter device 7 is connected to the main fuel tank body; A first groove 6 is provided on one side of the main fuel tank body close to the frame longitudinal beam 1. An oil filter device 7 is built into the first groove 6, and oil is supplied to the engine through the oil filter device 7. The main fuel tank body is provided with multiple openings, which are respectively connected to the fuel tank cover and the fuel tank float 16. The fuel tank float 16 is provided with multiple pipeline openings, which are respectively connected to the main fuel tank return pipe 25, the main fuel tank outlet pipe 27 and the main fuel tank ventilation pipe 26.

[0048] In this embodiment, the first groove 6 places the oil filter device 7 inside the main fuel tank near the frame longitudinal beam 1, thereby achieving a spatial avoidance function, and retaining the usability of the main fuel tank end face 5. The front end face of the main fuel tank can be fully moved forward, and a large amount of space outside the original position of the oil filter device 7 can be used to expand the main fuel tank capacity without causing interference. Figure 7As shown, A represents the traditional layout of the main fuel tank, while the circular area is the traditional location of the oil filter 7. Space 4 is the oil storage space to be optimized, dividing the main fuel tank into two areas, 1 and 2. The layout of the main fuel tank in this embodiment, B, inserts a recess with an avoidance function in the middle of area 3, allowing area 2 to move forward fully, utilizing the space originally occupied by the oil filter. The oil filter is then placed in the recess of area 3. This adds effective oil storage space to the entire main fuel tank below area B. This expands the fuel tank capacity and fully utilizes the space, while also achieving an integrated and modular layout of the main fuel tank, oil filter, and piping system. The original layout of the main fuel tank required the oil float's inlet and outlet pipes to first enter the frame, then extend along the longitudinal beam to the oil filter area, then exit the frame again to enter the oil filter, and then enter the frame to connect to the engine. This required numerous bends, an unsmooth routing, and relatively complex piping. In this embodiment, after the oil float oil pipe comes out, it directly goes down to the nearest groove to connect the oil float, and directly enters the beam and then moves along the longitudinal beam to the engine. It only passes through the beam once, which greatly simplifies the oil circuit design, reduces the number of bends and connection points, reduces oil filter failure and flow resistance, reduces oil circuit costs, and improves oil supply efficiency.

[0049] Optional, such as Figure 8 The main oil tank return pipe 25 is connected to the engine oil return pipe 30 and the auxiliary oil tank through the oil circuit switching valve 31, and a one-way valve is provided on the engine oil return pipe 30; The main tank oil outlet pipe 27 is connected to the engine oil supply pipe 29 through the oil filter device 7; The main tank vent pipe 26 is connected to the auxiliary air reservoir and the outside world through the main tank vent pipe 26 control valve 28; the main tank refueling port 15 of this embodiment is designed in the same way as the auxiliary tank refueling port, which can facilitate gravity refueling. Optional, such as Figures 4 to 8 The auxiliary fuel tank assembly 10 shown includes: an auxiliary fuel tank bracket 4, an auxiliary fuel tank body, a gas cylinder 13 component, a partition component and an internal circulation component; The auxiliary fuel tank bracket 4 is connected to the frame longitudinal beam 1, the auxiliary fuel tank body is installed on the auxiliary fuel tank bracket 4 and is placed outside the transmission shaft 3, two sets of gas cylinders 13 are symmetrically installed on the auxiliary fuel tank body, the partition assembly is respectively connected to the auxiliary fuel tank body and the gas cylinders 13, and the internal circulation assembly is accommodated in the auxiliary fuel tank body; A second groove 41 is provided on the bottom side of the auxiliary oil tank body, and the opening direction and size of the second groove 41 are adapted to the transmission shaft 3; The auxiliary fuel tank body is also provided with a plurality of openings, including an auxiliary fuel tank pressurization port 19, an auxiliary fuel tank air pressure supply port 18, an auxiliary fuel tank refueling port, an auxiliary fuel tank exhaust port 17 and a bottom fuel port; A plurality of lifting lugs 50 are provided on the auxiliary fuel tank body, which are convenient for lifting during installation and maintenance, and can also be used as auxiliary fixing points for fixing pipelines.

[0050] In this embodiment, the auxiliary fuel tank is designed to fit within the drive shaft 3 and the frame space. A diagonal groove is designed in the center of the bottom side according to the layout direction and motion envelope of the drive shaft 3. This allows the bottom of the tank to straddle the drive shaft 3 like a saddle, fully utilizing the space on both sides of the drive shaft 3. Optionally, two cylindrical brake cylinders 13 can be arranged longitudinally on either side of the top of the tank, similar to the items held on either side of a saddle. The cylinders 13 can be optionally equipped with multi-chamber partitions to fully utilize the space for arranging brake system components and integrating them with the auxiliary fuel tank. For longer frames, multiple similar longitudinal square spaces within the beams will exist, allowing for the arrangement of multiple auxiliary fuel tank assemblies 10 as needed. The brake cylinders 13 can be integrated as needed, and their oil and gas circuits can be connected to the main fuel tank in series or parallel. The auxiliary fuel tank body is also provided with a signal plug port 47, which can be connected to an electric cable or a data line to realize the function of transmitting electric signals or electric energy.

[0051] Optional, such as Figures 4 to 6 As shown, a main fuel tank band 14 is provided at the main fuel tank bracket 8, and an auxiliary fuel tank band 11 is provided at the auxiliary fuel tank bracket 4; The auxiliary fuel tank bracket 4 and the main fuel tank bracket 8 are both L-shaped. The auxiliary fuel tank bracket 4 is symmetrically installed on both sides of the auxiliary fuel tank body 12 and is respectively connected to the two frame longitudinal beams 1; Each auxiliary tank strap 11 is fixed in an inverted U shape between two symmetrically arranged auxiliary tank brackets 4, fixing the auxiliary tank body 12 on the auxiliary tank brackets 4; There are more than one auxiliary fuel tank bracket 4 and main fuel tank bracket 8. The auxiliary fuel tank bracket 4 and the main fuel tank bracket 8 located on the same straight line and fixed on the same longitudinal beam side are fixedly connected by a reinforcing plate 38 to form an inverted T-shaped main and auxiliary fuel tank common bracket 9; wherein a bracket from a section of the longitudinal beam is bent into an L-shape (main fuel tank bracket 8) for supporting and fixing the main fuel tank, and a transverse bracket (auxiliary fuel tank bracket 4) in the other direction is welded at the bending point for supporting and fixing the auxiliary fuel tank, forming an inverted T-shape as a whole. The welded intersection of the two brackets is reinforced with a reinforcing plate, which can save installation space and materials for the fuel tank bracket, and simplify the installation steps and design complexity.

[0052] The main tank clamp 14 circumferentially fixes the main tank body 22 along the opening direction of the main tank bracket 8. The main tank clamp 14 is L-shaped corresponding to the main tank bracket 8, so that the main tank body 22 is stably bound to the frame longitudinal beam 1 through the closed covering of the main tank clamp 14 and the main tank bracket 8.

[0053] This embodiment employs an L-shaped bracket fixed to the exterior surface of the frame longitudinal beam 1, freeing up space for internal pipelines. This allows the gap between the main tank and the longitudinal beam to be shared with the L-shaped bracket of the main tank. Furthermore, a common bracket 9 for the main and auxiliary tanks can be used in some areas to reduce the number of brackets, weight, and cost. The common bracket 9 for the main and auxiliary tanks is primarily composed of a common main tank side bracket 37 (the main tank side bracket of the common bracket 9), welded to a portion of the auxiliary tank bracket 4 that is folded toward the center of gravity of the frame (the auxiliary tank side bracket of the common bracket 9). A reinforcing plate 38 is used to strengthen the connection between the common main tank side bracket 37 and the common auxiliary tank side bracket 40. A band is also used in an inverted U-shape to secure the auxiliary tank assembly 10 downwardly to the L-shaped bracket of the auxiliary tank.

[0054] Optional, such as Figures 8 to 10 As shown, the auxiliary tank pressurizing port 19 is connected to the auxiliary tank pressurizing valve 48 through the auxiliary tank pressurizing pipe 42; The auxiliary tank air pressure supply port 18 is internally connected to the large-cavity air pressure oil delivery pipe 59 and externally connected to the auxiliary tank oil delivery pipe 32; the auxiliary tank air pressure supply port 18 is connected to the oil circuit switching valve 31 through the auxiliary tank oil delivery pipe 32; The auxiliary tank refueling port is at the same height as the top surface of the auxiliary tank body. A water collecting tank 24 is provided on the outside of the auxiliary tank refueling port, and a fuel tank cap is screwed to the outer end of the refueling port. A refueling filter 57 is installed on the inner wall 61 of the refueling port. The water collecting tank 24 is connected to a water collecting tank 24 drainage pipe 60 at a lower position, and the water collecting tank 24 drainage pipe 60 is communicated with the outside world; The auxiliary tank exhaust port 17 is connected to the auxiliary tank pressure relief valve 46 through the first exhaust pipe 44, and the exhaust port of the auxiliary tank pressure relief valve 46 is connected to the outside through the second exhaust pipe 43; The bottom oil port is connected to the oil delivery transition pipe 35 through the oil pump supply pipe 39 and the first oil pump 36 , and the oil delivery transition pipe 35 is connected to the main oil tank return pipe 25 .

[0055] This embodiment can realize three refueling methods of the auxiliary fuel tank, namely gravity refueling (refueling from the refueling port of the auxiliary fuel tank), oil pump refueling (external pumping through the first oil pump 36, internal balance on both sides through the second oil pump 69), and air pressure refueling. At the same time, there are two oil discharge methods, namely oil pump discharge and air pressure discharge.

[0056] Optional, such as Figures 11 to 18 The partition assembly shown includes a gas cylinder partition 53 and an oil chamber partition 55; the number of gas cylinder partitions 53 is not limited, the gas cylinder partition 53 is installed in the gas cylinder 13 to realize the division of multiple gas chambers, and the oil chamber partition 55 is installed in the auxiliary fuel tank; The oil chamber partition 55 is arranged along the length direction of the second groove 41, and the bottom and both ends of the oil chamber partition 55 are connected to the inner wall of the auxiliary oil tank, and a gap is reserved between the top and the top inner wall of the auxiliary oil tank; The auxiliary oil tank body is divided into a first oil chamber 49 and a second oil chamber 45 by an oil chamber partition 55 , and a siphon tube 56 is inserted between the first oil chamber 49 and the second oil chamber 45 .

[0057] Optionally, when viewed from the outside of the auxiliary tank body, the depths of the second groove 41 at both ends in the longitudinal direction are different, with the depth at one end close to the gearbox 2 being deeper than the other end. On the other hand, when viewed from the inside of the auxiliary tank body, the height of the top inner wall of the second groove at one end close to the gearbox is higher than the other end, so that the cross-section of the second groove 41 in the longitudinal direction is trapezoidal. The volume of the first oil chamber 49 is smaller than the volume of the second oil chamber 45; The bottom of the second oil chamber 45 is connected to the large-cavity air pressure oil delivery pipe 59, and the inner wall 61 of the auxiliary oil tank refueling port and the refueling filter 57 are completely placed in the second oil chamber 45; A through hole is formed on the oil chamber partition 55. The through hole is located at the end of the second groove 41 away from the gearbox 2 (the lowest end of the second groove 41). The through hole is plugged into the internal circulation component. The distance between the two oil chambers is minimized here, which makes the internal circulation more efficient. The internal circulation assembly includes a siphon pipe 56 and / or a combination of a second oil pump 69 and a connecting pipe 76; The two ends of the siphon tube 56 passing through the through hole are respectively placed at the bottom of the first oil chamber 49 and the second oil chamber 45, including the siphon tube second oil chamber end 62 and the siphon tube first oil chamber end 63. The siphon tube second oil chamber end 62 is provided with an end float 70. The second oil pump 69 is installed in the first oil chamber 49 , and the inlet of the second oil pump 69 is connected to the bottom of the first oil chamber 49 . The outlet of the second oil pump 69 is connected to the connecting pipe 76 , and the connecting pipe 76 is connected to the bottom of the second oil chamber 45 through the oil chamber partition 55 .

[0058] In this embodiment, an oil chamber partition 55 having the same length as the auxiliary oil tank body is welded on the upper part of the second groove 41, separating the two oil chambers with different volumes. The top of the oil chamber partition 55 is not completely sealed, and a gap is retained to ensure that the inner wall 61 of the auxiliary oil tank's refueling port is completely on the side of the large oil chamber and is separated by the partition. The second groove 41 is inclined from the front center to the right rear in the top view, naturally forming two oil chamber bottoms of different sizes. Figure 11 、 12 The second groove 41 shown in FIG. 13 is deep in the front and shallow in the back, and the cross-section of the grooves at both ends is inconsistent, which is also formed to match the motion envelope of the transmission shaft 3. The top of the second groove 41 actually forms the first barrier separating the large and small oil chambers on both sides, and the rear separation point is the lowest. A siphon 56 is set at the lowest point of the top of the second groove 41, spanning the left and right large and small oil chambers. Figure 14 、 15As shown in Figures 16 and 17, the lowest point of the second groove 41 forms a practical connection path. The ports on both sides are at the lowest points of the fuel tank, and the siphon tube 56 passes through the partition and maintains a weld seal at the point of penetration. The auxiliary tank's refueling port remains at a substantially consistent height with the tank's top surface.

[0059] In this embodiment, gravity refueling of the auxiliary tank, exhaust of the siphon pipe 56, and circulation balance in the double chamber are as follows: like Figure 19 The postures of the high liquid level 71 of the second oil chamber and the low liquid level 72 of the first oil chamber are shown in the figure. Gravity refueling is carried out through the auxiliary tank refueling port. The fuel first enters the second oil chamber 45 and gradually increases the liquid level. During the process of liquid level rising, the end float 70 of the siphon tube 56 also rises synchronously with the liquid level and squeezes and discharges the air toward the small tank end until the fuel level exceeds the top of the siphon tube 56 (the lowest point of the second groove 41). The fuel can then flow through the siphon tube 56 to the side of the first oil chamber 49. However, because the oil chamber partition 55 separates and the oil does not exceed the gap of the oil chamber partition 55, the fuel can only flow through the siphon tube 56 at this time, and cannot cross the actual partition formed by the second groove 41 and the partition plate, so the siphon tube 56 will be 6 is completely exhausted, and a siphon effect is created, transferring oil from the second oil chamber 45 (large oil chamber) to the first oil chamber 49 (small oil chamber), achieving automatic oil transfer to equalize the consistency of the liquid levels in the oil chambers on both sides of the fuel tank. The siphon effect can be achieved at the bottom of the two oil chambers. The complete isolation effect of the partition plate prevents the fuel on both sides from automatically flowing over the second groove 41. The key design point is that the siphon tube 56 becomes the only equalization channel. This embodiment can automatically equalize the liquid levels in the oil chambers on both sides of the fuel tank through the siphon effect when the liquid levels in the two oil chambers are unequal, without manual intervention. The design is simple, and key components (such as the siphon tube 56 and the float) are easy to inspect and replace, thereby increasing system reliability and reducing manufacturing costs and maintenance difficulties.

[0060] The second oil chamber 45 end of the siphon tube 56 is made of a soft material with a buoyant port, so that the tube mouth can flexibly adjust its position as the liquid level changes. The soft and buoyant material can be used for a long time and has little mechanical wear. However, the height of the siphon tube 56 port is limited by the height of the float at the tube port and will not be exposed to the oil surface. Therefore, it can ensure that oil is sucked in at all times without entering air and that the continuity and stability of oil suction are guaranteed.

[0061] The process of evacuating air from the siphon tube 56: Initially, when oil begins to enter the siphon tube 56 from the bottom of the second oil chamber 45 (large oil chamber), if the air in the siphon tube 56 is not completely evacuated before the oil reaches the height of the through-hole, there will be a lag in the rise of the liquid level in the siphon tube 56 at the second oil chamber 45 end. Despite this level lag, the liquid level in the siphon tube 56 will gradually rise as the liquid level in the second oil chamber 45 rises. This rise is affected by the height difference between the large and small oil chambers. The greater the height difference, the faster the gas will migrate to the small oil chamber side and be locally discharged.

[0062] If the first oil chamber 49 (small oil chamber) also has a certain liquid level height, and the air in the siphon tube 56 cannot be emptied between the height of the oil from the bottom of the second oil chamber 45 (large oil chamber) to the height where the siphon tube 56 passes through the through hole, then when the liquid level in the second oil chamber 45 (large oil chamber) rises, the liquid level inside the siphon tube 56 at the end of the second oil chamber 45 (large oil chamber) will not rise completely synchronously, and there will be a certain liquid level lag, but it will also gradually rise. The rising height is affected by the liquid level height difference between the large oil chamber and the small oil chamber, and as the height difference increases, the gas will gradually transfer to the small oil tank side and be partially discharged. The siphon tube 56 at the end of the second oil chamber 45 (large oil chamber) has buoyancy, and as the liquid level rises, the liquid rises synchronously. When the liquid level on the side of the second oil chamber 45 (large oil chamber) is higher than the height of the through hole, the siphon tube 56 at the end of the second oil chamber 45 (large oil chamber) will exceed the through hole position and continue to rise, and the air remaining in the tube at the through hole and the bend of the second groove 41 will be completely and automatically discharged through the rising second oil chamber 45 (large oil chamber) section of the pipeline, thereby realizing the automatic exhaust function. This design effectively solves the problem of air blockage caused by oil accumulation at both ends, ensuring that the oil can be automatically balanced during the refueling process. Figure 19 shown.

[0063] In this embodiment, the siphon 56 drains the oil and the circulation in the double chamber is balanced as follows: When the auxiliary oil tank discharges oil into the main oil tank, the oil will be discharged from the second oil chamber 45 (large oil chamber) to the main oil tank first. As the liquid level in the second oil chamber 45 (large oil chamber) gradually decreases and becomes lower than the oil chamber partition 55, the oil levels on both sides are connected through the siphon tube 56. The liquid levels on both sides are balanced through the siphon tube 56, but the balancing speed has a certain relationship with the oil discharge speed of the second oil chamber 45 (large oil chamber).

[0064] If the oil discharge speed of the second oil chamber 45 (large oil chamber) to the main oil tank is high, the oil discharge speed of the siphon tube 56 from the small oil chamber to the large oil chamber will be relatively low; when the liquid levels of the oil chambers on both sides cannot be maintained at the same level, the liquid level of the second oil chamber 45 (large oil chamber) will drop faster than that of the small oil chamber, and the siphon tube 56 will be in a discharge state of flowing oil from the first oil chamber 49 (small oil chamber) to the second oil chamber 45 (large oil chamber). When the oil discharge speed of the siphon tube 56 is sufficient, the liquid levels of the oil chambers on both sides can be balanced in time and always at the same height.

[0065] This embodiment refers to Figure 18 The process of the second oil pump 69 performing double-chamber internal circulation is as follows: If a second oil pump 69 is selected for internal liquid level equalization, the first switch controls the start and stop, as well as the pumping direction, of the second oil pump 69 during manual adjustment (pressing the switch twice in the same direction cancels the program for that direction), enabling bidirectional, selectable automatic equalization of both oil chambers. The switch controls the pump's pumping direction, either from the first oil chamber 49 (small chamber) to the second oil chamber 45 (large chamber), or vice versa. This pump equalization significantly improves the pumping speed of both chambers. When pumping from the first oil chamber 49 (small chamber) to the second oil chamber 45 (large chamber), the pump stops pumping in that direction if the liquid level in the first oil chamber 49 (small chamber) reaches the bottom, and stops pumping in the opposite direction if the liquid level in the first oil chamber 49 (small chamber) reaches the bottom. Switch input, liquid level detection, and pump control are all received and controlled by the tank controller. Furthermore, during the first oil pump 36's oil inlet and outlet sequence, the second oil pump 69's equalization is automatically performed and determined within the program based on sensor status.

[0066] Optional, such as Figure 17 The second oil chamber 45 is provided with a high liquid level protection device, which includes: a lower limit member 66 and a floating member; the lower limit member 66 is connected to the inner wall of the auxiliary oil tank, and the floating member is installed in the second oil chamber 45 and corresponds to the lower limit stop member; The floating member includes: a float 68 and a float shaft 65; the float 68 corresponds to the auxiliary tank exhaust port 17; the float shaft 65 is connected to the float 68 and is installed on the inner wall of the second oil chamber 45; the float 68 rises and falls with the liquid level. When the liquid level rises, the float 68 follows the buoyancy along a circle with the float shaft 65 as the center and the center of the float 68 to the center of the shaft 65 as the radius, and rises to the high position (auxiliary tank exhaust port 17). When the liquid level is low, it follows the buoyancy of the liquid level and descends to the low position float 67. The auxiliary tank exhaust port 17 is internally connected to a sealing cover, which is conical in shape. The diameter of the end close to the auxiliary tank exhaust port 17 is the smallest, and the diameter of the other end is larger than the diameter of the float 68 .

[0067] In this embodiment, when the air pressure oil inlet mode is adopted, in order to prevent overfilling and overflowing of the oil, the oil tank controller will implement a high liquid level oil inlet protection strategy, that is, when the liquid level in the auxiliary oil tank reaches a higher position, the float 68 reaches a high position and triggers the sensor to give a high liquid level signal. At the same time, the float 68 will enter the sealing cover and block the auxiliary oil tank exhaust port 17 at the sealing cover as the liquid level continues to rise, forming a physical seal to prevent further pressure relief and exhaust and oil overflow. The oil tank controller will trigger the protection strategy, close the auxiliary oil tank pressure relief valve 46 to completely avoid exhaust pressure relief and oil overflow, and enter the disabled air pressure oil inlet process, reset all valves, and give instrument signals and alarm buzzers.

[0068] Optionally, the float shaft 65 includes a rotating support and a rotating shaft connected to the inner wall of the second oil chamber 45. One end of the rotating shaft, remote from the rotating support, is connected to the float, and one side corresponds to a lower stopper, which is used to limit the shaft when the liquid level is low. When the liquid level in the second oil chamber 45 is low, the stopper prevents the float shaft 65 from rotating arbitrarily, preventing the float 68 from being aligned with the sealing cover. This embodiment is not limited to other forms of float connectors, and the corresponding relationship between the float and the sealing cover is not limited.

[0069] Optional, such as Figures 9 to 16 As shown, the two groups of gas cylinder 13 components include: a single-cavity gas cylinder 13, a multi-cavity gas cylinder 13, a cavity drainage pipe, an end gas path interface 34, and a side gas path interface 51. In this embodiment, the single-cavity gas cylinder 13 and the multi-cavity gas cylinder 13 are symmetrically installed on the auxiliary fuel tank body, the cavity drainage pipe is connected to the gas cavity, the end gas path interface 34 is installed at the end of the gas cylinder 13, and there is more than one side gas path interface 51 installed on the side of the gas cylinder 13. The number of air cavity drain pipes corresponds to the number of air cavities, and each air cavity drain pipe extends from the air cavity to the outside of the auxiliary fuel tank, and a water and air drain valve 54 is provided at the end of the drain pipe; The end air path interface 34 and the side air path interface 51 are respectively connected to air pipes, and one of the air pipes is connected to the main fuel tank ventilation control valve, and the other air pipe is connected to the auxiliary fuel tank pressurization valve 48, which is used to provide air pressure pressurization function for the main fuel tank and the auxiliary fuel tank. In this embodiment, the air pipe is not limited to the auxiliary fuel tank outlet pipe 33 and the main fuel tank pressurization air supply pipe 75. The main fuel tank pressurization air supply pipe 75 is connected to the main fuel tank ventilation control valve, and the auxiliary fuel tank outlet pipe 33 is connected to the auxiliary fuel tank pressurization valve 48. In addition, other air pipes are also connected to other actuators of the vehicle to provide them with air sources, such as braking, exhaust braking, flameout, axle difference and wheel difference adjustment, air horn and other functions to provide air sources, and the gas is filtered and dried by the air dryer 21 to ensure the reliable operation of key components such as the braking system.

[0070] The gas cylinder 13 of this embodiment is divided into a multi-chamber type with a partition and a single-chamber type without a partition as needed. Figure 11 and Figure 13 , Figure 11 In the middle is a multi-cavity drain pipe 52. The bottom of each cavity of the multi-cavity gas cylinder 13 has an independent drain pipe extending to the bottom of the corresponding oil cavity of the auxiliary oil tank and has a water and air drain valve at the end. Figure 13 The center shows a single-chamber drain pipe 58. Due to its length, single-chamber gas cylinders 13 can have a drain pipe at each end, interconnected internally and then fed into a single pipe that extends downward to the bottom of the corresponding oil chamber. Once condensed, water vapor is collected in a single drain pipe at the bottom and periodically manually drained and purged through a drain and air bleed valve. Gas cylinders 13 have end-face gas ports at both ends for convenient inflation or deflation. Several side gas ports 51 are located on the upper, oblique sides of the cylinders for routing the gas pipes to the beam layout pipelines.

[0071] Optionally, the sensor assembly includes: a plurality of liquid level sensors, a float level gauge in the fuel tank float, a vehicle speed sensor, and an air pressure sensor; Multiple liquid level sensors are installed in the auxiliary fuel tank, the float level gauge is connected to the main fuel tank body, the vehicle speed sensor is installed at the gearbox 2, and the air pressure sensor is installed at the air circuit interface of the auxiliary air reservoir; The plurality of liquid level sensors include a first liquid level sensor 73 and a second liquid level sensor 74 installed in the first oil chamber 49 and the second oil chamber 45 respectively, and a third liquid level sensor 64 installed on the high liquid level protection device.

[0072] In this embodiment, the first liquid level sensor 73, the second liquid level sensor 74 and the third liquid level sensor 64 are used to sense the liquid levels in the dual chambers of the auxiliary tank in real time. When the refueling reaches a high level, the third liquid level sensor 64 is triggered to give a high liquid level signal, thereby triggering the high liquid level protection strategy of the controller, closing the pressure relief valve to avoid exhaust pressure relief and oil overflow, and disabling the air pressure oil inlet mode. The valves are reset and the instrument signal and alarm buzzer are given at the same time.

[0073] Optionally, the multiple liquid level sensors also include a first oil chamber 49 float and a second oil chamber 45 float installed in the first oil chamber 49 and the second oil chamber 45 respectively. The dual oil floats can also accurately sample and determine the oil level height, and set corresponding thresholds for alarm, protection and monitoring.

[0074] The oil filling and discharge process of the first oil pump 36 in this embodiment is as follows: The driver operates the second switch to control the start and stop of the first oil pump 36 and its pumping direction (pressing it twice in the same direction cancels the program in that direction), enabling bidirectional, selectable automatic pumping of the main and auxiliary tanks. When the liquid level in the auxiliary tank's large oil chamber is low, pumping from the auxiliary tank to the main tank is suspended. When the oil float level in the main tank is low, pumping from the main tank to the auxiliary tank is also suspended. The switch input, liquid level detection, and pump control are all received and controlled by the tank controller.

[0075] The air pressure oil inlet and outlet process of this embodiment is as follows: When the pneumatic oil filling / discharging scheme is selected, since there is no need to manually gravity-fill the auxiliary tank, the filling port of the auxiliary tank is tightly closed. At this time, turn on the third switch (pressing it twice in the same direction can cancel the program execution in that direction) to enter the pneumatic oil filling / discharging mode. The direction in which the switch is pressed corresponds to different operating directions of oil filling and discharging.

[0076] Oil inlet: When the oil inlet direction of the third switch is pressed, that is, oil is inletted from the main tank to the auxiliary tank, the tank controller will control the main tank vent pipe 26 control valve 28 to close, and change the main tank vent pipe 26 from being connected to the outside to being connected to the air supply circuit. The auxiliary air reservoir used for various auxiliary functions in the brake cylinder 13 system will introduce the stored high-pressure air into the main tank through the main tank vent pipe 26 control valve 28, and the pressure in the main tank will increase. At the same time, the oil circuit switching valve 31 will be controlled to connect the main tank return pipe 25 to the oil pipeline of the auxiliary tank (before control, it is only connected to the engine return pipe 30, and the engine return The oil pipe 30 and the main tank return pipe 25 are unidirectionally connected, with the direction of conduction being from the engine to the main tank. The high air pressure in the main tank will push the fuel through the return pipe of the main tank float 16 and then flow into the second oil chamber 45 through the main tank return pipe 25, the auxiliary tank oil pipe 32, the auxiliary tank air pressure supply port 18, and the large chamber air pressure oil pipe 59 in sequence, and control the opening of the auxiliary tank pressure relief valve 46. After the fuel flows in and occupies the space, the air in the auxiliary tank will be discharged to the outside through the auxiliary tank exhaust port 17, the first exhaust pipe 44, the auxiliary tank pressure relief valve 46, and the second exhaust pipe 43, thereby achieving pressure balance in the auxiliary tank. As the liquid level in the second oil chamber 45 gradually rises, the first oil chamber 49 also gradually rises, following the siphon pipe 56 venting and equalization process. This occurs until the liquid level in the second oil chamber 45 exceeds the oil chamber baffle 55 and overflows into the first oil chamber 49, achieving equalization between the two chambers. Alternatively, due to the internal circulation component, the liquid levels in both chambers rise simultaneously and rise above the baffle, merging and rising simultaneously until the high liquid level is reached, triggering refueling protection. The tank controller disables the pneumatic refueling mode. When pneumatic refueling mode is terminated, the control signal to the control valve 28 of the main tank vent pipe 26 is closed, restoring connection between the main tank vent pipe 26 and the external atmosphere. The oil circuit switching valve 31 is then restored, connecting the main tank return pipe 25 to the engine return pipe 30. The auxiliary tank pressure relief valve 46 is closed again to prevent oil leakage during turbulence. At this point, the tank controller sends a full-fuel signal to the instrument display via a CAN signal and issues a buzzer alarm, with a customizable cadence.

[0077] Oil drain: When the liquid level of the main tank float 16 is lower than the set threshold (the specific threshold can be set to ensure that the total oil volume of all auxiliary tanks of the vehicle does not cause the main tank to be full and overflowing), when the drain direction of the third switch is pressed, the oil is drained from the auxiliary tank to the main tank. At this time, the oil circuit switching valve 31 is actuated to connect the main tank return pipe 25 with the auxiliary tank oil delivery pipe 32, and disconnect it from the engine return pipe 30. At the same time, the auxiliary tank pressure relief valve 46 is closed to seal the auxiliary tank, and then the auxiliary tank pressurization valve is opened. 48, the air pressure in the auxiliary air reservoir of the brake system is directly transferred into the auxiliary tank through the end outlet pipe, the auxiliary tank pressure valve 48, the auxiliary tank pressure pipe 42, and the auxiliary tank pressure port 19. This increases the internal pressure of the auxiliary tank, forcing the fuel inside through the auxiliary tank second oil chamber 45 oil delivery pipe. The fuel then flows into the main tank via the auxiliary tank air pressure supply port 18, the auxiliary tank oil delivery pipe 32, the oil circuit switching valve 31, the main tank return pipe 25, and the main tank float 16 return pipe, thus draining the oil from the auxiliary tank to the main tank. After the liquid level in the auxiliary tank drops below the partition, the dual oil chambers within the auxiliary tank continue to drop simultaneously due to the siphon effect of the internal circulation assembly and / or the second oil pump 69, and the liquid levels in the dual chambers are equalized by the siphon pipe 56.

[0078] The balancing speed of the siphon tube 56 cannot keep up with the oil discharge speed and there may be a certain height difference, but the balancing will continue. If the difference in oil discharge speed causes the liquid level in the second oil chamber 45 to reach the bottom first and trigger the second liquid level sensor 74, the tank controller will receive it and temporarily close the auxiliary tank pressurizing valve 48 to stop the air supply, and close the oil circuit switching valve 31 to disconnect the auxiliary tank oil pipe 32 from the main tank to maintain the internal air pressure of the auxiliary tank, and wait for the preset air supply stop delay time. After the delay time is exceeded and the liquid level in the second oil chamber 45 rises, the liquid level rises to the set threshold value, and the oil bottoming signal disappears, then the oil circuit switching valve 31 and the auxiliary tank pressurizing valve 48 are restored to continue draining the oil.

[0079] When both the first and second level sensors 73 and 74 of the first and second oil chambers 49 and 45 trigger a minimum level warning signal (meaning all oil in the auxiliary tank is drained), the tank controller restores the status of all valves, sends a drain completion signal to the instrument display via a CAN signal, and controls a buzzer to sound to indicate drain completion. The frequency of the buzzer can be customized. This embodiment also increases the inner diameter of the siphon tube 56 to improve balancing speed, enhance internal circulation efficiency, and prevent blockage of the siphon tube 56. Example

[0080] This embodiment provides a fuel supply system control device, including: Multi-source data acquisition module, air pressure control judgment module, auxiliary decision module and execution module; The multi-source data acquisition module is used to obtain the main fuel tank level signal, the auxiliary fuel tank level signal, the auxiliary air reservoir pressure signal and the vehicle speed signal respectively; The air pressure control judgment module is used to judge whether to disable or enable the air pressure oil injection mode and the air pressure oil discharge mode according to the comparison results of the vehicle speed signal and the vehicle speed threshold and the air pressure signal and the air pressure threshold; The auxiliary decision module is used to output prompt information based on the comparison results of the main fuel tank liquid level signal, the auxiliary fuel tank liquid level signal and the relevant liquid level threshold value to assist the driver in operating the switch component or prompt the driver to gravity refuel the main fuel tank or the auxiliary fuel tank; After the driver operates the switch, the execution module is used to receive the switch signal and generate corresponding control instructions according to the switch signal to execute automatic control of refueling, draining or dual-chamber circulation of the auxiliary fuel tank.

[0081] In summary, the control method of the present invention can integrate multiple sensors and multiple control strategies, and output reference prompts for intelligent decision-making to the driver by real-time monitoring of the main fuel tank liquid level signal, the auxiliary fuel tank liquid level signal, the auxiliary air reservoir air pressure signal and the vehicle speed signal, reminding the driver to operate the switch component according to the real-time vehicle condition and the real-time liquid level of the main and auxiliary fuel tanks, and adaptively control the refueling, draining and dual-cavity internal circulation of the main and auxiliary fuel tanks. In response to various complex working conditions such as air pressure fluctuations, unstable vehicle speed, and oil circuit abnormalities, the main and auxiliary fuel tanks' oil filling and draining processes are optimized, avoiding misjudgment and erroneous operation caused by single sensor failure, improving vehicle endurance and improving the internal circulation efficiency of multiple fuel tanks.

[0082] The fuel supply system of the present invention integrates power control, fuel circuit switching, sensor acquisition, and main and auxiliary fuel tank assemblies through a fuel tank controller, a fuel pump group, an auxiliary fuel tank pressurizing valve, an auxiliary fuel tank pressure relief valve, a main fuel tank vent pipe control valve, an oil circuit switching valve, a sensor component, a switch component, a main fuel tank assembly, and an auxiliary fuel tank assembly; clarifies the switching conditions and execution logic of the internal circulation modes of a single fuel tank, a dual fuel tank, and a multi-cavity fuel tank; comprehensively analyzes the vehicle operation status by integrating the multi-source data signals of the liquid level, air pressure, vehicle speed, and each execution valve, and assists the driver in making fuel supply decision interactions based on the vehicle operation status.

[0083] The auxiliary fuel tank is arranged along the drive shaft to make full use of the space on the top and both sides of the drive shaft, expand the total fuel tank capacity, increase the ground clearance and rationally utilize the frame gap space; taking advantage of the fact that liquids do not have too many restrictions on the shape of non-high-pressure containers, the gas cylinder and the fuel tank are creatively integrated, which fully utilizes the gap space while effectively improving the coordinated fuel supply efficiency and internal circulation efficiency of the dual fuel tanks.

[0084] The main and auxiliary fuel tanks are connected to the brake cylinder system, so that both the main and auxiliary fuel tanks have the function of air pressure oil inlet and oil discharge. The refueling personnel can choose to gravity refuel the main fuel tank only. After operating the gravity refueling of the main fuel tank, the switch assembly can be operated to automatically refuel, double-cavity balance and exhaust more than one auxiliary fuel tank through the main fuel tank after the main fuel tank is filled, until the liquid level in the auxiliary fuel tank reaches the highest point and stops. After the oil is filled in each auxiliary fuel tank, the main fuel tank cover can be opened again to continue filling the main fuel tank to complete the complete refueling process of the main and auxiliary fuel tanks. This process can save the refueling personnel the gravity refueling procedure of the auxiliary fuel tank and there is no need to frequently climb the frame.

[0085] The floating end-immersed siphon tube is used to realize the oil chamber on both sides, and the liquid level squeeze exhaust and siphon effect realize automatic exhaust and balancing functions.

[0086] The bottoms of the two oil chambers separated by the avoidance trough are formed into large and small oil chambers, resulting in different liquid level drop rates. The large oil tank serves as the main oil chamber, and the small oil chamber with faster liquid level adjustment serves as the fast-following oil chamber to reduce the equalization pressure of the siphon tube and improve the equalization effect. The non-sealed partition at the top of the avoidance trough is used in conjunction with the siphon tube to achieve automatic exhaust and equalization functions. It also has the effect of a communicating vessel for top liquid level overflow equalization and high liquid level synchronization. The design of the oil filter in the main tank groove can fully utilize the side space to increase fuel capacity and main tank volume, help further improve ground clearance, and save oil pipe length and processing and assembly complexity. The common design of the internal and external brackets saves layout space and improves layout compatibility. It also expands the pipeline space within the beam to facilitate the modular design of various systems.

[0087] The external switching valve realizes the oil return pipe and serves as the oil inlet and outlet pipe scheme and strategy for the main fuel tank and the saddle-type fuel tank, making full use of the oil return pipe without affecting the use of the vehicle and making full use of the existing component structure.

[0088] The principles and strategies for high and low liquid level protection avoid oil overflow at high liquid level and untimely equalization and waste of air pressure at low liquid level.

[0089] The low-pressure protection principle and strategy improves fuel transfer efficiency and provides timely alarms to remind you to start the engine air replenishment operation. The driving protection principle and strategy avoids braking safety hazards caused by competition for air pump air source during driving.

[0090] The reduced height of the fuel filler recess facilitates modular layout, ensuring it stays within the vehicle frame while maximizing the saddle tank's capacity and fully utilizing the available space. The tank controller, along with its circuitry, air, and oil system solutions and strategies, enables intelligent program control and allows for the calibration and setting of key parameters to suit the needs of each vehicle.

[0091] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Thus, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0092] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowcharts and / or block diagrams, as well as combinations of processes and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowcharts and / or block diagrams. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0093] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0094] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0095] The embodiments of the present invention are described above in conjunction with the accompanying drawings, but the present invention is not limited to the above-mentioned specific implementation methods. The above-mentioned specific implementation methods are merely illustrative and not restrictive. Under the guidance of the present invention, ordinary technicians in this field can also make many forms without departing from the scope of protection of the purpose of the present invention and the claims, which are all protected by the present invention.

Claims

1. A modular integrated oil supply system control method, characterized in that: include: respectively obtaining a main fuel tank liquid level signal, a subsidiary fuel tank liquid level signal, an auxiliary air reservoir air pressure signal, and a vehicle speed signal; Determining whether to disable or enable the air pressure oil inlet mode and the air pressure oil discharge mode according to the comparison results of the vehicle speed signal and the vehicle speed threshold and the air pressure signal and the air pressure threshold; Output prompt information based on the comparison results of the main fuel tank liquid level signal, the auxiliary fuel tank liquid level signal and the relevant liquid level threshold value to assist the driver in operating the switch component or prompt the driver to gravity refuel the main fuel tank or the auxiliary fuel tank; After the driver operates the switch, the switch signal is received and corresponding control instructions are generated according to the switch signal to execute automatic control of refueling, draining or dual-chamber circulation of the auxiliary fuel tank.

2. The modular integrated oil supply system control method according to claim 1, characterized in that: Based on the comparison results between the vehicle speed signal and the vehicle speed threshold and the air pressure signal and the air pressure threshold, it is determined whether to disable or enable the air pressure oil inlet mode and the air pressure oil discharge mode, including: When the vehicle speed signal is greater than the set speed threshold, the air pressure fuel supply mode from the main tank to the auxiliary tank is disabled, and the fuel discharge mode from the auxiliary tank to the main tank is enabled according to the main tank's endurance requirements; If the vehicle speed signal is less than or equal to the vehicle speed threshold, both the main tank to auxiliary tank air pressure oil supply mode and the auxiliary tank to main tank oil discharge mode are allowed to be turned on; If the air pressure signal is lower than the first air pressure threshold, the air pressure oil inlet mode from the main tank to the auxiliary tank and the air pressure oil discharge mode from the auxiliary tank to the main tank are both disabled, and the auxiliary tank pressurization valve and the main tank vent pipe control valve are closed. The air pump replenishes the pressure for the auxiliary air outlet when starting, and the disabling mode is stopped until the air pressure signal reaches the second air pressure threshold; If the air pressure signal reaches the second air pressure threshold, both the air pressure oil inlet mode from the main tank to the auxiliary tank and the air pressure oil discharge mode from the auxiliary tank to the main tank are allowed to be opened.

3. The modular integrated oil supply system control method according to claim 1, characterized in that: Based on the comparison results of the main tank liquid level signal and the auxiliary tank liquid level signal with the relevant liquid level thresholds, a prompt message is output to remind the driver to operate the switch component or gravity refuel the main tank or the auxiliary tank, including: If the main tank level signal and the auxiliary tank level signal are both lower than the lower limit of the level threshold, a refueling alarm is issued to remind the driver to manually gravity refuel the main tank or the auxiliary tank; wherein the auxiliary tank level signal includes the first oil chamber level signal and the second oil chamber level signal; If the vehicle speed signal is lower than the set speed threshold, the auxiliary tank to main tank refueling mode is not enabled, and the main tank liquid level signal increases by more than the set increase threshold, the main tank is sensed to perform manual gravity refueling; at the same time, if the auxiliary tank first oil chamber liquid level signal and the second oil chamber liquid level signal both do not reach the high level threshold, a main tank to auxiliary tank refueling prompt is generated; If the first oil chamber liquid level signal and the second oil chamber liquid level signal are both below the auxiliary tank low level threshold, and the main tank liquid level signal is below the main tank low level threshold, a prompt for draining oil from the auxiliary tank to the main tank is generated; If the first oil chamber liquid level signal is inconsistent with the second oil chamber liquid level signal, a double-chamber liquid level uneven prompt message is generated; The oil supply from the main oil tank to the auxiliary oil tank includes air pressure oil supply and oil supply from the first oil pump; the oil discharge from the auxiliary oil tank to the main oil tank includes air pressure oil discharge and oil discharge from the first oil pump.

4. The modular integrated oil supply system control method according to claim 3, characterized in that: The switching signal includes a first switching signal, a second switching signal and a third switching signal; The first switch signal is used to control the second oil pump to perform double-chamber internal circulation to adjust the liquid level balance of the double chambers of the auxiliary oil tank; The second switch signal is used to control the first oil pump of the main oil tank and the auxiliary oil tank to feed oil or the first oil pump to discharge oil; The third switch signal is used to control the pneumatic oil inlet or outlet of the main tank and the auxiliary tank when both the pneumatic oil inlet mode from the main tank to the auxiliary tank and the pneumatic oil discharge mode from the auxiliary tank to the main tank are allowed to be turned on, and to generate control instructions for the brake cylinder system, the oil circuit switching valve, the main tank vent pipe control valve, the auxiliary tank pressure relief valve and the auxiliary tank pressurizing valve.

5. The modular integrated oil supply system control method according to claim 4, characterized in that: After the driver operates the switch, the switch signal is received and corresponding control instructions are generated according to the switch signal to execute the refueling, draining or dual-chamber circulation control of the auxiliary fuel tank, including: If the second switch signal is received, a control instruction for starting, stopping and direction of the first oil pump is generated to execute the oil filling or oil discharge of the first oil pump of the auxiliary oil tank; If the third switch signal is received and both the pneumatic oil inlet mode from the main tank to the auxiliary tank and the pneumatic oil discharge mode from the auxiliary tank to the main tank are allowed to be turned on, control instructions for the opening and closing, valve position and opening of the oil circuit switching valve, the main tank vent pipe control valve and the auxiliary tank pressure relief valve are generated respectively, and the pneumatic oil inlet or oil discharge of the auxiliary tank is executed; If the first switch signal is received, and based on the comparison result of the first oil chamber liquid level signal and the second oil chamber liquid level signal, a control instruction for the second oil pump to rotate forward or reverse is generated, and the internal circulation control between the first oil chamber and the second oil chamber is executed to balance the double-chamber liquid levels of the auxiliary oil tank.

6. The modular integrated oil supply system control method according to claim 4, characterized in that: According to the comparison results of the main tank liquid level signal, the auxiliary tank liquid level signal and the relevant liquid level threshold, the prompt information is output, which also includes: When the auxiliary tank is filling with oil, if the main tank liquid level reaches the main tank low level threshold, or the auxiliary tank reaches the high level threshold and triggers the high level protection alarm, the auxiliary tank first oil pump oil filling mode is turned off; If the vehicle speed signal is greater than the vehicle speed threshold, the mode of pneumatic fuel injection from the main tank to the auxiliary tank is disabled, and a message is generated and visually output; If the auxiliary tank reaches the high level threshold and triggers the high level protection alarm, the main tank will disable the air pressure oil supply mode to the auxiliary tank, control the reset of each valve and generate an alarm message. The alarm message is output in visual and voice modes; the voice output includes a buzzer or voice broadcast; When the auxiliary tank is filling or draining oil, if the air pressure signal is lower than the first air pressure threshold, the air pressure oil supply mode from the main tank to the auxiliary tank and the air pressure oil discharge mode from the auxiliary tank to the main tank are both disabled. At this time, the fuel supply system is in the air pressure protection state, and the air pressure protection state is forwarded and visually output through messages.

7. A modular integrated oil supply system, characterized in that: include: Fuel tank controller, fuel pump assembly, auxiliary fuel tank pressurizing valve, auxiliary fuel tank pressure relief valve, main fuel tank vent pipe control valve, oil circuit switching valve, sensor assembly, switch assembly, main fuel tank assembly and auxiliary fuel tank assembly; The fuel tank controller is electrically connected to the fuel pump assembly, the auxiliary fuel tank pressurizing valve, the auxiliary fuel tank pressure relief valve, the main fuel tank vent pipe control valve, the oil circuit switching valve, the sensor assembly, and the switch assembly to obtain the main fuel tank and auxiliary fuel tank liquid level signals, air pressure signals, and vehicle speed signals to perform the steps of any one of claims 1 to 6; The auxiliary fuel tank assembly is arranged in the gap between the longitudinal beams of the vehicle frame, and the main fuel tank assembly is installed close to the auxiliary fuel tank assembly; The main fuel tank in the main fuel tank assembly is respectively connected to the oil circuit switching valve and the main fuel tank vent pipe control valve The auxiliary fuel tank in the auxiliary fuel tank assembly is respectively connected to the oil circuit switching valve, the auxiliary fuel tank pressurizing valve, and the auxiliary fuel tank pressure relief valve; The switch assembly is electrically connected to the oil pump group and each valve respectively, and the oil pump group includes a first oil pump and / or a second oil pump.

8. The modular integrated oil supply system according to claim 7, characterized in that: The main fuel tank assembly includes a main fuel tank bracket connected to the frame longitudinal beam, a main fuel tank body placed on the main fuel tank bracket, an oil filter device connected to the main fuel tank body, and a fuel tank float; A first groove is provided on one side of the main oil tank body close to the longitudinal beam of the frame, and the oil filter device is built into the first groove, and oil is supplied to the engine through the oil filter device; The main fuel tank body is provided with a plurality of openings, which are respectively connected to the fuel tank cover and the fuel tank float; The oil tank float is provided with a plurality of pipeline openings, and the plurality of pipeline openings are respectively connected to the main oil tank oil return pipe, the main oil tank oil outlet pipe and the main oil tank ventilation pipe.

9. The modular integrated oil supply system according to claim 8, characterized in that: The main oil tank return pipe is connected to the engine oil return pipe and the auxiliary oil tank through an oil circuit switching valve, and a one-way valve is provided on the engine oil return pipe; The main oil tank oil outlet pipe is connected to the engine oil supply pipe through an oil filter device; The main fuel tank vent pipe is connected to the auxiliary air reservoir and the outside world through a main fuel tank vent pipe control valve.

10. The modular integrated oil supply system according to claim 9, characterized in that: The auxiliary fuel tank assembly includes an auxiliary fuel tank bracket connected to the frame longitudinal beam, an auxiliary fuel tank body arranged on the auxiliary fuel tank bracket and the transmission shaft, two sets of gas cylinder assemblies installed on the auxiliary fuel tank body, a partition assembly connected to the auxiliary fuel tank body and the gas cylinders respectively, and an internal circulation assembly arranged in the auxiliary fuel tank body; A second groove is provided on the bottom side of the auxiliary oil tank body, and the opening direction and size of the second groove are adapted to the transmission shaft; The auxiliary fuel tank body is also provided with a plurality of openings, including an auxiliary fuel tank pressurization port, an auxiliary fuel tank air pressure supply port, an auxiliary fuel tank refueling port, an auxiliary fuel tank exhaust port and a bottom fuel port; A plurality of lifting lugs are provided on the auxiliary oil tank body.

11. The modular integrated oil supply system according to claim 10, characterized in that: The auxiliary tank pressurizing port is connected to the auxiliary tank pressurizing valve via an auxiliary tank pressurizing pipe; The auxiliary tank air pressure oil supply port is internally connected to a large-cavity air pressure oil delivery pipe and externally connected to an auxiliary tank oil delivery pipe; the auxiliary tank air pressure oil supply port is connected to the oil circuit switching valve through the auxiliary tank oil delivery pipe; The auxiliary tank refueling port is at the same height as the top surface of the auxiliary tank body. A water collecting groove is provided on the outside of the auxiliary tank refueling port. The outer end of the refueling port is screwed with a tank cap. A refueling filter is provided on the inner wall of the refueling port. The water collecting tank is connected to a water collecting tank drain pipe at a lower position, and the water collecting tank drain pipe is communicated with the outside world; The auxiliary fuel tank exhaust port is connected to the auxiliary fuel tank pressure relief valve through a first exhaust pipe, and the auxiliary fuel tank pressure relief valve exhaust port is connected to the outside through a second exhaust pipe; The bottom oil port is connected to the oil delivery transition pipe through the oil pump supply pipe and the first oil pump, and the oil delivery transition pipe is connected to the main oil tank return pipe.

12. The modular integrated oil supply system according to claim 10, characterized in that: The partition assembly includes a gas cylinder partition installed in the gas cylinder and an oil chamber partition installed in the auxiliary fuel tank; The oil chamber partition is arranged along the extension direction of the second groove, and the bottom and both ends of the oil chamber partition are connected to the inner wall of the auxiliary oil tank, and a gap is reserved between the top and the top inner wall of the auxiliary oil tank; The auxiliary oil tank body is divided into a first oil chamber and a second oil chamber by an oil chamber partition, and the internal circulation is inserted between the first oil chamber and the second oil chamber.

13. The modular integrated oil supply system according to claim 12, characterized in that: The depths of the second groove at both ends in the length direction are different, with the depth at one end close to the gearbox being deeper than the other end, so that the cross-section of the second groove in the length direction is trapezoidal; The volume of the first oil chamber is smaller than the volume of the second oil chamber; The bottom of the second oil chamber is connected to the large-chamber air pressure oil pipeline, and the inner wall of the auxiliary oil tank refueling port and the refueling filter are completely placed in the second oil chamber; A through hole is provided on the oil chamber partition, the through hole is located at an end of the second groove away from the gearbox, and the through hole is plugged into the internal circulation component; The internal circulation assembly includes a siphon pipe and / or a combination of a second oil pump and a connecting pipe; The two ends of the siphon pipe passing through the through hole are respectively placed at the bottom of the first oil chamber and the second oil chamber, and the end of the siphon pipe placed in the second oil chamber is provided with an end float; The second oil pump is installed in the first oil chamber, the second oil pump inlet is connected to the bottom of the first oil chamber, the second oil pump outlet is connected to the connecting pipe, and the connecting pipe is connected to the bottom of the second oil chamber through the oil chamber partition.

14. The modular integrated oil supply system according to claim 12, characterized in that: A high liquid level protection device is provided in the second oil chamber; The high liquid level protection device includes a lower limit member connected to the inner wall of the auxiliary oil tank, and a floating member installed in the second oil chamber and corresponding to the lower limit stop member; The floating member includes a floating ball and a floating ball rotating shaft connected to the floating ball and installed on the inner wall of the second oil chamber. The floating ball is arranged corresponding to the exhaust port of the auxiliary oil tank; The auxiliary tank exhaust port is internally connected with a sealing cover, which is conical in shape, with the diameter of the end close to the auxiliary tank exhaust port being the smallest and the diameter of the other end being larger than the diameter of the float ball.

15. The modular integrated oil supply system according to claim 14, characterized in that: The float shaft includes a rotating support connected to the inner wall of the second oil chamber and a rotating shaft connected to the rotating support; One end of the rotating shaft away from the rotating support is connected to the float, and one side corresponds to the lower limit member, which is used to limit the rotating shaft when the liquid level is low.

16. The modular integrated oil supply system according to claim 10, characterized in that: The main fuel tank bracket is provided with a main fuel tank strap, and the auxiliary fuel tank bracket is provided with an auxiliary fuel tank strap; The auxiliary fuel tank bracket and the main fuel tank bracket are both L-shaped, and the auxiliary fuel tank brackets are symmetrically installed on both sides of the auxiliary fuel tank body and are respectively connected to the two frame longitudinal beams; Each auxiliary fuel tank strap is fixed in an inverted U shape between two symmetrically arranged auxiliary fuel tank brackets to fix the auxiliary fuel tank body on the auxiliary fuel tank brackets; The number of the auxiliary fuel tank bracket and the main fuel tank bracket is more than one, and the auxiliary fuel tank bracket and the main fuel tank bracket located on the same straight line and fixed to the same longitudinal beam side are fixedly connected by a reinforcing plate to form an inverted T-shaped main and auxiliary fuel tank common bracket; The main fuel tank band fixes the main fuel tank body along the opening direction of the main fuel tank bracket, and the main fuel tank band is L-shaped corresponding to the main fuel tank bracket.

17. The modular integrated oil supply system according to claim 10, characterized in that: The two groups of gas cylinder assemblies include a single-cavity gas cylinder and a multi-cavity gas cylinder respectively mounted on the auxiliary fuel tank body, a gas cavity drainage pipe connected to the gas cylinders, and an end gas path interface and a side gas path interface respectively connected to the gas cylinders; The number of the air cavity drainage pipes corresponds to the number of air cavities, and each air cavity drainage pipe extends from the lower position of the air cavity bottom to the outside of the auxiliary fuel tank, and a water and air drain valve is provided at the end of the drainage pipe; The end air path interface and the side air path interface are respectively connected to air pipes, and one of the air pipes is connected to the main fuel tank ventilation control valve, and the other air pipe is connected to the auxiliary fuel tank pressurization valve, which is used to provide air pressure pressurization function for the main fuel tank and the auxiliary fuel tank.

18. The modular integrated oil supply system according to claim 10, characterized in that: The sensor assembly includes a plurality of liquid level sensors installed in the auxiliary fuel tank, a float level gauge set in the float of the main fuel tank, a vehicle speed sensor installed at the gearbox, and an air pressure sensor set at the auxiliary air reservoir; The plurality of liquid level sensors include a first liquid level sensor and a second liquid level sensor respectively installed in the first oil chamber and the second oil chamber, and a third liquid level sensor installed on the high liquid level protection device.

19. The modular integrated oil supply system according to claim 18, characterized in that: The plurality of liquid level sensors include a first oil chamber float and a second oil chamber float installed in the first oil chamber and the second oil chamber, respectively.

20. A fuel supply system control device, characterized in that: include: Multi-source data acquisition module, air pressure control judgment module, auxiliary decision module and execution module; The multi-source data acquisition module is used to respectively obtain the main fuel tank liquid level signal, the auxiliary fuel tank liquid level signal, the auxiliary air reservoir air pressure signal and the vehicle speed signal; The air pressure control judgment module is used to judge whether to disable or enable the air pressure oil injection mode and the air pressure oil discharge mode according to the comparison results of the vehicle speed signal and the vehicle speed threshold and the air pressure signal and the air pressure threshold; The auxiliary decision module is used to output prompt information based on the comparison results of the main fuel tank liquid level signal, the auxiliary fuel tank liquid level signal and the relevant liquid level threshold value to assist the driver in operating the switch component or prompt the driver to gravity refuel the main fuel tank or the auxiliary fuel tank; After the driver operates the switch, the execution module is used to receive the switch signal and generate corresponding control instructions according to the switch signal to execute automatic control of refueling, draining or dual-chamber circulation of the auxiliary fuel tank.

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