Aircraft refueling vehicle with V-shaped structure tank body

Abstract

The invention relates to the field of refueling trucks, in particular to an aircraft refueling truck with a V-shaped structure tank body, which comprises a mopping system, the mopping system comprises a mopping belt main body, and after a grounding end of the mopping belt main body is damaged, the damaged grounding end can be cut off under the condition that the normal use of the mopping belt main body is not influenced. And the winding and unwinding mechanism is mounted at the tail part of the refueling vehicle main body and is used for winding, unwinding and cutting the towing belt main body. And the resistance detection mechanism is mounted on the refueling truck main body and is used for detecting resistance between the grounding end of the towing belt main body and a plurality of parts on the refueling truck main body. The cleaning assembly is installed at the tail of the refueling vehicle body and used for cleaning dirt on the surface of the mopping belt body. According to the invention, the mopping belt is more convenient to maintain.

Description

Technical Field

[0001] This application relates to the field of refueling trucks, and in particular to an aircraft refueling truck with a V-shaped tank structure. Background Technology

[0002] Currently, aircraft refueling trucks are specialized vehicles used specifically for refueling aircraft, playing a crucial role in aviation fuel replenishment. An aircraft refueling truck consists of a dedicated vehicle chassis and a specialized aviation fuel replenishment unit (i.e., the superstructure). The superstructure mainly includes a fuel pump system, fuel tank assembly, control room, hydraulic system, logic control system, lifting platform, and grounding device.

[0003] In related technologies, in the safety design of aircraft refueling trucks, the trailing ground (or grounding device) is one of the core components to ensure static electricity resistance and flame prevention during the fuel refueling process. Its core function is to safely conduct the static electricity generated by the refueling truck and aircraft during fuel transfer, as well as any stray currents that may exist, to the ground, so as to avoid static electricity accumulation that may cause sparks and thus prevent fuel vapor explosion or combustion accidents.

[0004] Currently, there are two main types of trailers used by aircraft refueling trucks: The first type is a retractable mop belt. Retractable mop belts typically have an automatic retractable electrostatic grounded reel with a total belt length (i.e., the fully extended length) usually between 6 and 15 meters. The most common range is 8 to 12 meters. This length provides great operational flexibility.

[0005] The second type is a non-retractable mop, which is typically 2-3 meters long.

[0006] In other words, the length of a rollable mop is generally more than three times that of a rollable mop, providing a lot of leeway, and 2-3 meters is sufficient as the effective usable length of the mop.

[0007] The aforementioned technologies have the following drawbacks: Regardless of the type of aircraft refueling truck, it is replaced only after its performance has been damaged to a certain extent, rather than when it has reached the end of its service life.

[0008] The theoretical lifespan of aircraft refueling truck tow strips is generally 1-2 years. However, in actual use, the actual lifespan of the tow strips is far shorter than this. The actual replacement cycle is mainly affected by the following factors: when the usage frequency is too high, such as more than 10 hours of operation per day, frequent ground friction (such as on apron concrete), and more contact with oil stains and FOD (foreign object) accelerates rubber wear, shortening the replacement cycle to 2-6 months. In other words, the actual lifespan of the tow strips is less than 1 / 5 of its theoretical lifespan.

[0009] In response to the above situation, if the mop belt is short and cannot be rolled up, replacing the entire length (2-3 meters) is inexpensive. However, if the mop belt is long and can be rolled up, replacing the entire length (8-12 meters) would incur a significant cost.

[0010] In the prior art, a spare drag strip is disclosed, such as the automotive conductive rubber drag strip of CN223161747U. The conductive rubber drag strip is composed of two drag strips spliced ​​together. When the drag strip at the grounding end is severely worn and needs to be replaced, the worn drag strip is removed and the spare drag strip is replaced manually.

[0011] While the towed area of ​​an aircraft refueling truck is not entirely "unrepairable," the aviation industry adopts a very high standard of "preventive replacement" over "repair repair." Therefore, safety hazards must be absolutely eliminated; otherwise, saving a few tens of thousands of dollars could result in losses of hundreds of millions in the event of an accident. There are past cases of such aviation accidents, such as the "10.2" major accident at Guangzhou Baiyun Airport in 1990. One cause of that accident was that during emergency refueling, safety procedures (including reliable grounding and allowing sufficient time for static charge dissipation) may not have been fully followed. Shortly after refueling, an explosion and fire occurred inside the cabin when the aircraft started its APU (Auxiliary Power Unit).

[0012] It is precisely because of this recognition of the potential for major accidents that the aviation industry has adopted the extremely conservative yet necessary strategy of "no tolerance for any defects" and "no repairs, only replacements" to deal with critical safety equipment such as towed tracks. Behind this lies a painful historical lesson and rigorous scientific analysis, and it is the most direct manifestation of the "safety first" principle.

[0013] The CN223161747U automotive conductive rubber tracker is composed of multiple short trackers connected detachably by connectors, which has the following fatal flaws: ① It relies on manual judgment of wear, which can easily lead to grounding failure and cause electrostatic explosion risk due to "failure to replace in time"; ② Replacement requires long-term shutdown operation, interrupting refueling operations for a long time (aircraft refueling truck operations have strict time requirements); ③ There is no verification of grounding effectiveness after replacement, which may result in "replacement without use" due to installation errors. Moreover, even if maintenance personnel verify the effectiveness, it is still necessary to spend a certain amount of time manually testing the grounding terminal 320 of the tracker and the resistance of various parts of the refueling truck, which is quite troublesome. ④ The use of multi-section, detachable grounding strips to form a conductive rubber drag strip creates a break in the conductive path. This discontinuity is unacceptable in the aviation field because electrostatic grounding requires a sufficiently low resistance throughout the circuit. A continuous, uninterrupted conductor must have a stable and controllable resistance. Each detachable connection point (such as a plug, socket, or bolt) is a potentially high-resistance point. These points can experience increased resistance or even complete circuit breakage due to corrosion, oxidation, wear, loosening, or contamination of the contact surface. The high resistance at these connection points prevents the smooth discharge of static charge, causing it to accumulate in the vehicle. When the charge accumulates to a certain level, it may discharge through unexpected pathways (such as personnel contact or tool proximity), generating a spark and igniting fuel vapors. ⑤ Insufficient mechanical strength and reliability: The mechanical strength of detachable connection points is far inferior to that of an integrated grounding strip. During frequent vehicle movement, turning, or accidental pulling of the grounding strip, the connection points may become structural weak points, causing the connector to loosen during bumps, resulting in a momentary interruption of the grounding strip. The vehicle loses grounding protection without warning, and stress concentration at the connection points makes them more prone to fatigue fracture. ⑥ Complexity and risk of missed inspections in daily checks: Operators must visually inspect the grounding strip before each refueling to ensure it is intact, continuous, and properly grounded. The multi-segment design greatly increases the complexity of the inspection. Operators must check each connection point individually to ensure it is secure, free from corrosion, and undamaged. In high-intensity, fast-paced airport operations, this tedious inspection is easily simplified or overlooked; failure of any connection point can mean the failure of the entire grounding system. An integrated grounding strip, on the other hand, only requires a quick glance to confirm its integrity and lack of damage, resulting in high inspection efficiency and reliability. ⑦ Risk of human error: Detachable connections require manual assembly, which introduces the risk of human error. Operators may fail to fully insert or tighten the connectors due to haste or negligence, resulting in a "loose connection." Incompatible or non-specific connectors may have been used. After maintenance, a section of the grounding strip may have been forgotten to be reconnected.

[0014] Furthermore, in existing technologies, the detection of resistance in the trailing strip of aircraft refueling trucks mainly relies on maintenance personnel using resistance testing instruments for manual inspection, which is inefficient. Although CN113799718B discloses a method for detecting the self-inductive wear length of an electrostatic trailing strip and its alarm, this technical solution has the following fatal flaws: ① The detection object is singular, only measuring the "parallel resistance R1-RN of the groundable area of ​​the trailing strip," without relating it to "critical parts of the vehicle body." If the connecting bolts between the vehicle chassis and the trailing strip are loose (causing conduction interruption), it will be misjudged as "trailing strip wear," leading to "invalid replacement." If the trailing strip is not worn but the parallel resistance is short-circuited due to moisture, it will be misjudged as "normal grounding," leading to the risk of static electricity accumulation. ② The judgment logic is crude: it only judges wear by "total R > parallel R," without considering the complex interference in aviation scenarios (such as contact resistance fluctuations caused by oil stains on the tarmac and the impact of low temperature on resistance). The detection accuracy cannot meet aviation-grade requirements (the grounding resistance of aircraft refueling trucks must be stable ≤10Ω, and CN113799718B does not mention accuracy control).

[0015] In conclusion, to solve the above problems, it is necessary to design a towing strip that can meet aviation industry standards while reducing replacement and maintenance costs. Summary of the Invention

[0016] To make maintenance of the towed area more convenient, this application provides an aircraft refueling truck with a V-shaped tank.

[0017] The aircraft refueling vehicle with a V-shaped tank structure provided in this application adopts the following technical solution: An aircraft refueling truck with a V-shaped tank structure includes a truck body and a V-shaped oil tank fixed to the truck body, characterized in that it includes a floor-dragging system installed at the rear of the truck body, the floor-dragging system comprising: The towing strip body has one end connected to the rear of the refueling truck body, and the other end in contact with the ground; the towing strip body includes: The belt body includes multiple insulating rubber belts and multiple drag strip units, wherein the multiple insulating rubber belts and multiple drag strip units are connected alternately in sequence; A counterweight is installed at the grounding terminal of the drag strip unit; A winding and unwinding mechanism is installed at the rear of the main body of the refueling vehicle and is used to wind and unwind the towing strip body and cut the damaged grounding end; A resistance detection mechanism is installed on the main body of the refueling truck to detect the resistance between the grounding terminal of the towing strip body and multiple parts on the main body of the refueling truck, as well as to detect the resistance between multiple parts on the main body of the refueling truck. A cleaning component, installed at the rear of the refueling vehicle body, is used to clean dirt from the surface of the mop head body.

[0018] Optionally, the drag strip body further includes: Multiple resistance detection auxiliary components are configured one-to-one with the multiple towing strip units. The resistance detection auxiliary components are installed on the corresponding towing strip units, enabling the resistance detection mechanism to detect the resistance between the grounding terminal of the towing strip unit and multiple parts on the main body of the refueling truck.

[0019] Optionally, the drag strip unit includes: A conductive rubber strip, with multiple conductive metal wires embedded inside, arranged along the length of the conductive rubber strip; A conductive tube is installed at the beginning of the conductive rubber strip and is electrically connected to the beginning of the multiple conductive metal wires. A conductive groove is installed at the tail end of the conductive rubber strip and is electrically connected to the tail ends of the multiple conductive metal wires. A conductive locking component is installed in the conductive groove to fix the counterweight.

[0020] Optionally, the conductive locking component: A conductive rod is horizontally installed in the conductive groove, and the conductive rod is provided with a vertically arranged first insertion hole; The counterweight is equipped with a third conductive plug that is inserted into the first socket.

[0021] Optionally, receiving holes are provided on the two opposite sides of the first insertion hole, and sliding grooves are provided on the inner walls of the two receiving holes, with the length direction of the sliding grooves being set along the depth direction of the receiving holes; Each of the receiving holes is provided with a movably disposed second conductive plug, which is used to connect with the third conductive plug. Each of the grooves is provided with a push tube connected to the corresponding second conductive plug, the push tube being used to push the second conductive plug to move within the receiving hole.

[0022] Optionally, the winding and unwinding mechanism includes: The outer shell is installed at the rear of the main body of the refueling vehicle. The lower end of the outer shell is provided with a downwardly oriented discharge pipe. From top to bottom, the discharge pipe is provided with a horizontally oriented cutter receiving hole and a sliding hole. A reel, rotatably mounted inside the housing, is used to wind and unwind the tape. The first conductive plug is movably disposed in the sliding hole, with one end for plugging into the conductive tube and the other end for electrical connection with the main body of the refueling vehicle. An electric cutter, movably disposed within the cutter receiving hole, is used to cut the insulating rubber tape.

[0023] Optionally, the resistance detection auxiliary component includes: The first detection contact is embedded in the grounding end of the conductive rubber strip and is electrically connected to the grounding end of the conductive rubber strip. An insulating groove is embedded in the surface of the first end of the conductive rubber strip; Electrical contacts are located within the insulating groove and are used for electrical connection with the resistance detection mechanism; A conductive wire has one end connected to the first detection contact and the other end connected to the power contact. The surface of the conductive wire is covered with an insulating outer sheath, and the insulating outer sheath is connected to the insulating groove.

[0024] Optionally, the resistance detection mechanism includes: A resistance detector is installed on the main body of the refueling truck; Multiple second electrical contacts are located on the main body of the refueling truck at the locations where resistance needs to be detected, and each is connected to one end of the resistance detector. A telescopic conductive needle is installed at one end on the inner wall of the discharge tube and connected to the other end of the resistance detector. A conductive ball bearing is installed at the other end of the telescopic conductive pin and is used to contact the electrical contact point.

[0025] Optionally, the cleaning assembly includes: The outer tube is vertically installed at the outlet of the discharge pipe and is sleeved on the main body of the drag belt; Multiple annular air chambers are spaced apart along the length of the outer tube. The annular air chambers are coaxially mounted on the inner wall of the outer tube, and the inner wall of each annular air chamber is provided with a downwardly inclined air nozzle. A coaxial annular water chamber is connected between two adjacent annular air chambers, and the inner wall of each annular water chamber is provided with a downwardly inclined water nozzle. Soft brushes are provided on the inner walls of both the annular air chambers and the annular water chambers, and the soft brushes are positioned to avoid the air nozzles and water nozzles.

[0026] In summary, this application includes at least one of the following beneficial technical effects: 1. This application differs fundamentally from existing automotive conductive rubber trackers in the following ways: ① Addressing the issue of relying on manual assessment of wear levels, which can easily lead to grounding failure due to "failure to replace in time," this application utilizes a resistance detection mechanism 4 integrated into the vehicle body to automatically detect the resistance value of the entire conductive circuit (including the resistance of the tracker itself, the grounding point, and various parts of the vehicle body) in real time or at high frequency. It can issue a warning when the resistance value is close to but not yet exceeds the safe range, prompting maintenance and shifting from "post-event remediation" to "pre-event prevention." This eliminates the risk of "overdue service" due to human negligence, lack of experience, or inadequate inspection, fundamentally eliminating the electrostatic explosion hazard caused by tracker failure. ② Addressing the issue of replacement requiring prolonged parking and work interruption, this application designs the tracker as a long strip structure composed of alternating tracker units 32 and insulating rubber strips 31. When the final grounding unit wears out, there is no need to replace the entire tracker. The operation only requires cutting off the last insulating rubber strip 31 (thus removing the worn trailing strip unit 32), and then unwinding a new trailing strip unit 32 to the ground 6. This reduces the traditionally lengthy downtime for replacement to a rapid on-site operation completed in minutes, maximizing the timeliness required for aircraft refueling. No special tools or large manpower are needed; ordinary refueling personnel can complete the task, improving dispatch efficiency and vehicle availability. ③ Regarding the lack of verification of grounding effectiveness after replacement, which could result in "replacement without effectiveness," the resistance detection mechanism 4 immediately and automatically detects the new grounding circuit after the cutting and unwinding operation of the trailing strip unit 32. Only after the resistance detection mechanism 4 verifies that the resistance value of the new grounding circuit meets safety standards can the vehicle be confirmed to be in a safe state. The effectiveness is immediately and automatically verified after each maintenance, ensuring "repair meets standards" and completely eliminating ineffective maintenance that results in "replacement without effectiveness." ④ To address the risk of high resistance due to discontinuous conductive paths caused by multi-section connections, each drag strip unit 32 in this application is a continuous, complete conductor without mechanical connection points, ensuring the integrity and low resistance stability of the core electrostatic discharge path. Insulating rubber tape 31 is only used at structural connections requiring trimming; this portion itself does not perform conductive functions. The trimming operation occurs on the insulating section, without compromising the integrity of the conductive unit. The conductive path of the drag strip unit 32 has no connectors, fundamentally eliminating the risk of resistance surges or open circuits due to oxidation, corrosion, or loosening at connection points. This meets the aerospace industry's stringent requirements for "continuous and reliable" critical safety circuits. ⑤ To address insufficient mechanical strength and reliability, each drag strip unit 32 in this application is manufactured as a single piece, without any weak points in mechanical connections. The insulating rubber tape 31 has excellent flexibility and tensile strength, effectively absorbing stress from vehicle movement and turning, and distributing the stress throughout the entire strip body 30, preventing stress concentration at any single point. The integral structure significantly improves resistance to tension, bumps, and fatigue, with reliability far exceeding that of multi-section detachable structures.This greatly reduces the risk of sudden grounding interruption due to accidental pulling during operation. ⑥ To address the complexity and ease of overlooking checks during routine inspections, this application replaces the tedious "door-to-door visual inspection" with automated resistance detection. The complex inspection is simplified to checking the "normal / abnormal" status on system indicator lights or the display screen. Operators do not need to memorize complex inspection procedures or check each connection point individually; the system automatically completes all tests. The detection is automatic and mandatory, integrated into the vehicle startup or operation process, fundamentally eliminating the risk of human error. ⑦ To address the risk of introducing human error, this application does not require manual electrical connections during normal grounding function. Only during maintenance is a simple "cut-and-unroll" operation performed, which does not involve any issues with the correctness of electrical wiring. The connection method of the insulating rubber tape 31 is simple and unique, making incorrect installation virtually impossible. This fundamentally eliminates human errors such as "loose connections," "incorrect connections," and "missing connections." In summary, this application's design, through an ingenious structural design of "integrated conductive unit + insulated connection section," combined with maintenance mechanisms of "real-time automatic resistance monitoring" and "rapid cutting and unwinding," successfully constructs a highly automated, data-driven, and inherently safe electrostatic discharge system for aircraft refueling trucks. It is not merely an improvement on existing technology, but a revolutionary upgrade, transforming electrostatic protection from a manual, passive response model to a technology-driven, proactive prevention paradigm. It perfectly solves all seven major defects of traditional designs, greatly improving the safety and efficiency of aircraft ground refueling operations.

[0027] 2. This application significantly reduces maintenance costs and maximizes resource utilization. Specifically, the modular, cuttable design: the mop strip body is composed of multiple standardized "mop strip units" connected by insulating rubber strips. When the performance of the last grounding unit deteriorates due to wear, the mop system can precisely cut off the damaged unit using a built-in electric cutter, instead of replacing the entire 8-12 meter mop strip. This reduces material replacement costs to a fraction of the original cost (assuming each unit is 2-3 meters long, the cost is only 1 / 4 to 1 / 6 of the main body), making the actual service life of the long mop strip close to its theoretical lifespan (1-2 years), avoiding overall scrapping due to localized wear, and solving the industry pain point of "actual service life less than 1 / 5 of the theoretical lifespan".

[0028] 3. This application adheres strictly to safety standards and meets the highest aviation industry standards. Specifically, it involves non-destructive maintenance, ensuring the integrity of the conductive path: the cutting operation only targets the non-conductive "insulating rubber strip" connecting the various units, without causing any structural or electrical damage to the "dragging strip unit" itself, which bears the core function of conducting static electricity. After unwinding, the new grounding unit's internal conductive metal wires and contact connections are all in good condition, ensuring the integrity of the static electricity conduction path. This fully complies with the aviation industry's "no tolerance for defects" and "replace only, no repair" safety principles, eliminating the risk of introducing weak points due to maintenance from the design source.

[0029] 4. This application enhances the automation and accuracy of safety monitoring, preventing potential hazards. Specifically, it enables integrated automatic resistance monitoring: by embedding a "resistance detection auxiliary component" (first detection contact, conductive wire, and electrical contact) at the grounding terminal of each drag zone unit, and linking it with the "resistance detection mechanism" (telescopic conductive needle and resistance detector) on the vehicle body, the resistance detector can automatically detect the resistance value between the grounding terminal and key parts of the vehicle body. Once the resistance value exceeds the safety threshold (indicating that the unit has been damaged), the system can immediately sound an alarm, achieving a leap from "periodic manual inspection" to "continuous automatic monitoring," detecting potential hazards in advance and preventing accidents.

[0030] 5. This application features integrated automated cleaning to maintain optimal conductivity. Specifically, it enables online automated cleaning and drying: the integrated cleaning components (annular water chamber, spray nozzle, pulse air chamber, air jet nozzle, and soft brush) automatically rinse, scrub, pulse-blow, and cool-air dry the surface of the mop strip during loading and unloading. This function effectively removes contaminants such as oil and FOD that affect conductivity, keeping the mop strip surface clean and ensuring low-resistance contact with the ground, thereby extending the effective service life of the mop strip.

[0031] 6. This application enhances operational convenience and reliability. Specifically, the fast and safe counterweight assembly and disassembly mechanism—the design of the conductive locking assembly (conductive rod, second conductive plug, third conductive plug, and elastic element)—achieves a robust mechanical and electrical connection between the counterweight and the drag strip unit. This conductive locking assembly is easy to assemble and disassemble, and its reliable connection ensures that the counterweight can continuously and effectively press down on the grounding terminal, guaranteeing stable contact with the ground.

[0032] 7. This application also has a stable electrical connection interface: the insertion design of the first conductive plug and the conductive tube in the winding and unwinding mechanism, with the cooperation of elastic and magnetic components, ensures the stability and reliability of the electrical connection between the drag strip unit and the vehicle body, and avoids conductive failure caused by poor contact. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a schematic diagram of the overall structure of an embodiment of this application; Figure 2 This is a cross-sectional structural diagram of an embodiment of this application; Figure 3 yes Figure 2 Cross-sectional structural diagram of the central mopping system; Figure 4 yes Figure 3 An enlarged schematic diagram of part A in the middle; Figure 5 This is a schematic diagram of the main structure of a drag strip, which consists of several insulating rubber strips and several drag strip units; Figure 6 yes Figure 5 Schematic diagram of the internal structure of the mid-trailer unit; Figure 7 This is a schematic diagram of the connection structure between the conductive locking component and the counterweight. Figure 8 yes Figure 7 A schematic diagram of the connection structure between the conductive locking assembly and the counterweight after a cross-section of the conductive rod section; Figure 9 This is a diagram showing the grounding status of the main body of the drag strip.

[0035] Figure label: 1. Main body of the refueling truck; 11. V-shaped oil tank; 12. V-shaped mounting bracket; 10. Mopping system; 2. Winding mechanism; 21. Outer shell; 211. Discharge pipe; 2101. Sliding hole; 2102. Cutter receiving hole; 22. Winding reel; 221. Motor; 23. First conductive plug; 231. First elastic element; 232. Magnetic element; 233. Electromagnet; 24. Electric cutter; 3. The main body of the drag strip; 30. Belt; 31. Insulating rubber tape; 32. Traction strip unit; 321. Conductive rubber strip; 322. Conductive metal wire; 320. Grounding terminal; 33. Conductive tube; 34. Conductive groove; 35. Conductive locking assembly; 350. Conductive rod; 3501. First insertion hole; 3502. Receiving hole; 351. Second conductive plug; 352. Second elastic element; 3503. Slide groove; 353. Push tube; 36. Counterweight; 361. Connecting rod; 37. Third conductive plug; 371. Insert plate; 372. Limiting clip; 38. Resistance detection auxiliary component; 381. First detection contact; 382. Conductive wire; 383. Insulating outer sheath; 384. Insulating groove; 385. Electrical contact; 4. Resistance detection mechanism; 41. Resistance detector; 42. Second electrical contact; 43. Telescopic conductive needle; 44. Conductive ball bearing; 5. Cleaning components; 50. Outer tube; 51. Annular air chamber; 511. Air nozzle; 52. Annular water chamber; 521. Water spray chamber; 53. Soft-bristled brush; 54. Pulse air pump; 55. Water tank; 6. Ground. Detailed Implementation

[0036] The following is in conjunction with the appendix Figure 1-9 This application will be described in further detail.

[0037] This application discloses an aircraft refueling truck with a V-shaped tank.

[0038] Reference Figure 1 , Figure 2 and Figure 3 An aircraft refueling vehicle with a V-shaped tank includes a refueling vehicle body 1 and a V-shaped oil tank 11 fixed on the refueling vehicle body 1, and includes a dragging system 10 installed at the rear of the refueling vehicle body 1. Specifically, the refueling vehicle body 1 clamps the V-shaped oil tank 11 with multiple V-shaped brackets 12.

[0039] Reference Figure 1 , Figure 2 and Figure 3The mopping system 10 includes: a mopping strip body 3, which, if its grounding terminal 320 is damaged, can be cut off without affecting the normal use of the mopping strip body 3 and meeting aviation standards; a winding and unwinding mechanism 2, installed at the rear of the refueling truck body 1, used for winding, unwinding, and cutting the mopping strip body 3; a resistance detection mechanism 4, installed on the refueling truck body 1, used for detecting the resistance of the mopping strip body 3 itself, the resistance between the grounding terminal 320 of the mopping strip body 3 and multiple parts on the refueling truck body 1, and the resistance between multiple parts on the refueling truck body 1; and a cleaning assembly 5, installed at the rear of the refueling truck body 1, used for cleaning dirt from the surface of the mopping strip body 3 and drying the mopping strip body 3.

[0040] Reference Figure 1 , Figure 2 and Figure 3 In this embodiment, the aircraft refueling truck uses a V-shaped fuel tank 11 adapted to the main structure, and the core of the system is the tail-mounted grounding system 10 to achieve electrostatic safety control. When the grounding system 10 is running, the unwinding mechanism 2 first releases a suitable length of the grounding strip 3 to meet the electrostatic grounding requirements of the aircraft refueling truck. During the use of the grounding strip 3, the resistance detection mechanism 4 monitors in real time the resistance between the grounding terminal 320 of the grounding strip 3 and multiple parts on the refueling truck body 1, as well as the resistance between multiple parts on the refueling truck body 1. The detection current of the resistance detection mechanism 4 must comply with aviation safety standards to avoid potential safety hazards. The grounding strip 3 will wear down during use. Based on the detection data from the resistance detection mechanism 4, it is determined whether the grounding terminal 320 of the grounding strip 3 needs to be trimmed. Only when the resistance between the grounding terminal 320 of the grounding strip 3 and multiple parts on the refueling truck body 1 exceeds the standard, and the resistance between multiple parts on the refueling truck body 1 is normal, is it determined that the grounding terminal 320 of the grounding strip 3 has worn to the point where it needs to be trimmed, thus completely eliminating misjudgments caused by intermediate link failures. Furthermore, considering the complex interference in aviation scenarios, for example, if the tow strip body 3 is worn, but environmental factors such as weather and rain cause it to become damp and short-circuit, leading to a misjudgment by the resistance detection mechanism 4, the following measures are taken. In existing technology, conventional tow strip resistance detection involves the driver visually inspecting for damage, aging, and severe wear before each refueling operation, and typically performing resistance testing every six months. However, the cleaning component 5 automatically cleans and dries the surface of the tow strip body 3 daily. Working in conjunction with the resistance detection mechanism 4, the cleaning component 5 ensures that the resistance detection mechanism 4 can detect the resistance of the cleaned tow strip body 3 daily, thus avoiding misjudgments caused by environmental factors such as weather and dirt.

[0041] Reference Figure 1 , Figure 4 and Figure 5 The towing strip body 3 includes: a strip body 30, comprising multiple insulating rubber strips 31 and multiple towing strip units 32, which are alternately connected in sequence. A counterweight 36 is installed on the grounding end 320 of the towing strip unit 32. Multiple resistance detection auxiliary components 38 are arranged one-to-one with the multiple towing strip units 32. The resistance detection auxiliary components 38 are installed on the corresponding towing strip units 32, enabling the resistance detection mechanism 4 to detect the resistance between the grounding end 320 of the towing strip unit 32 and multiple parts on the refueling truck body 1. The strip body 30 and the grounding end 320 of the towing strip unit 32 both refer to the end of the towing strip unit 32 that contacts the ground 6. The structure and maintenance method of this application are different from the prior art, but the usage of the grounding strip is exactly the same as the prior art. For example, in a conventional aircraft refueling truck, one end of the towing strip is fixed to the rear of the vehicle, and the other end of the strip body 30 is in horizontal contact with the ground 6. That is, this section of the strip body 30 is placed horizontally on the ground 6, and this section of the strip body 30 that is in horizontal contact with the ground 6 is the grounding end 320. Specifically, the usage status of the drag strip body 3 is as follows: Figure 9 In the figure, the upper end of the drag strip unit 32 is connected to the take-up and unwinding mechanism 2. Figure 9 (Not shown) At the lower end of the drag strip unit 32, there is a section of belt 30 that is horizontally positioned and in contact with the ground 6. This section of belt 30 that is horizontally in contact with the ground 6 is the drag strip unit 32, the belt 30, and the grounding terminal 320 of the drag strip body 3.

[0042] Reference Figure 1 , Figure 4 , Figure 5 and Figure 6 In this embodiment, multiple insulating rubber strips 31 are alternately connected to the drag strip unit 32. The function of the insulating rubber strip 31 is solely to connect adjacent drag strip units 32, enabling the multiple drag strip units 32 to form a strip body 30, and to isolate adjacent drag strip units 32 from any electrical or direct connection. The insulating rubber strip 31 has no components. During use of the drag strip body 3, the drag strip unit 32 is set to a length of 2-3 meters, as shown in the reference... Figure 3 , Figure 4 and Figure 9The upper end of the last tow strip unit 32 of the tow strip body 3 is electrically connected to the rear of the refueling truck body 1, and the lower end of the tow strip unit 32, which is the grounding terminal 320, is horizontally in contact with the ground 6. Damage to the grounding terminal 320 of the tow strip body 3 means damage to the grounding terminal 320 of the tow strip unit 32, which is equivalent to damage to the last tow strip unit 32 in contact with the ground 6. Considering aviation industry standards, the integrity of the conductive circuit cannot be compromised. Therefore, cutting the grounding terminal 320 at this point involves cutting the insulating rubber strip 31 to remove the last tow strip unit 32. This avoids damaging the integrity of other tow strip units 32. Subsequent unwinding will allow the last tow strip unit 32 of a new tow strip body 3 to be grounded. This allows the tow strip body 3 to be reused without replacing the entire tow strip body 3, by simply cutting the grounding terminal 320, which is the last tow strip unit 32. This method does not damage the new conductive grounding tow strip unit 32 and complies with aviation industry standards.

[0043] Reference Figure 1 , Figure 2 , Figure 3 and Figure 5 The counterweight 36 is installed on the grounding end 320 of the towing strip unit 32. Its own weight ensures that the grounding end 320 is always in contact with the ground 6, maintaining a stable grounding state. Multiple resistance detection auxiliary components 38 correspond one-to-one with the towing strip unit 32, providing detection points for the resistance detection mechanism 4, enabling it to accurately detect the resistance of the grounding end 320 of each towing strip unit 32 and multiple parts of the refueling vehicle body 1. Combined with the functions of the winding and unwinding mechanism 2 to cut damaged grounding ends 320 and the cleaning component 5 to clean surface dirt, a complete electrostatic control link is formed.

[0044] Reference Figure 1 , Figure 4 , Figure 5 and Figure 6 The drag strip unit 32 includes: a conductive rubber strip 321, with multiple conductive metal wires 322 embedded inside, arranged along the length of the conductive rubber strip 321; a conductive tube 33, installed at the beginning of the conductive rubber strip 321, electrically connected to the beginning of the multiple conductive metal wires 322; a conductive groove 34, installed at the end of the conductive rubber strip 321, electrically connected to the end of the multiple conductive metal wires 322; and a conductive locking assembly 35, installed in the conductive groove 34, for fixing a counterweight 36.

[0045] Reference Figure 1 , Figure 4 , Figure 5 and Figure 6In this embodiment, the conductive rubber strip 321 and the conductive metal wire 322 work together to improve electrostatic conduction efficiency; the conductive tube 33 and the conductive groove 34 respectively ensure the stability of the connection at both ends, preventing conduction interruption. The conductive locking component 35 firmly fixes the counterweight 36, ensuring that the grounding terminal 320 remains in contact with the ground, preventing static electricity accumulation. The modular design, combined with the cuttable function, eliminates the need to replace the entire unit if a single unit is damaged, reducing maintenance costs; combined with cleaning and resistance detection, it comprehensively ensures electrostatic safety during refueling operations.

[0046] Reference Figure 7 and Figure 8 The conductive locking assembly 35 includes a conductive rod 350, which is horizontally installed in the conductive groove 34 and has a vertically arranged first insertion hole 3501. A third conductive plug 37, which is inserted into the first insertion hole 3501, is installed on the counterweight 36.

[0047] Reference Figure 7 and Figure 8 In this embodiment, for mechanical fixation, the plug and socket securely connect the counterweight 36 and the conductive groove 34, preventing the counterweight 36 from falling off and ensuring that the grounding terminal 320 remains in contact with the ground. For electrical conduction, the conductive rod 350 and the third conductive plug 37 ensure an intact electrostatic conduction path and do not affect the electrostatic discharge efficiency. The structure is simple and easy to operate.

[0048] Reference Figure 7 and Figure 8Each of the two opposite sides of the first insertion hole 3501 has a receiving hole 3502. The inner wall of each receiving hole 3502 has a sliding groove 3503, the length of which is along the depth of the receiving hole 3502. A second conductive plug 351 is movably disposed within each receiving hole 3502, and the second conductive plug 351 is used to connect with a third conductive plug 37. Each sliding groove 3503 has a push tube 353 connected to the corresponding second conductive plug 351, which pushes the second conductive plug 351 to move within the receiving hole 3502. Specifically, a second elastic element 352 connects the second conductive plug 351 to the bottom of the corresponding receiving hole 3502. After the second conductive plug 351 and the third conductive plug 37 are subsequently inserted, the elastic force of the second elastic element 352 ensures a more stable connection between the two. Here, counterweight 36 is connected to the third conductive plug 37 via connecting rod 361. The third conductive plug 37 includes two insert plates 371 symmetrically installed on the connecting rod 361 at intervals. Each of the two insert plates 371 has a limiting clip 372 at one end facing away from the other. After the two limiting clips 372 of the third conductive plug 37 pass through the first insertion hole 3501, the limiting clips 372 will hook onto the upper end of the conductive rod 350, initially fixing the position of the third conductive plug 37. Then, the second conductive plug 351 is inserted between the two insert plates 371. While connecting with the two insert plates 371, the two insert plates 371 are pushed outward, thereby allowing the third conductive plug 37 to be stably fixed on the conductive rod 350.

[0049] Reference Figure 7 and Figure 8 In this embodiment, when the third conductive plug 37 of the counterweight 36 is inserted into the first socket 3501, the push tube 353 pushes the second conductive plug 351 closer to and inserts the third conductive plug 37. On the one hand, the mechanical fixation between the counterweight 36 and the conductive rod 350 is enhanced through the cooperation between the plugs; on the other hand, since the second and third conductive plugs 37 and the conductive rod 350 are all conductive, electrical continuity is ensured. Mechanically, the push tube 353 pushes the second conductive plug 351 and the third conductive plug 37 to insert, improving the stability of the counterweight 36, preventing loosening and falling off, and ensuring that the grounding terminal 320 remains in contact with the ground. Electrically, the cooperation of multiple sets of conductive plugs ensures a reliable conduction path and does not affect electrostatic discharge.

[0050] Reference Figure 3 and Figure 4The winding and unwinding mechanism 2 includes: a housing 21, installed at the rear of the fuel truck body 1; a downwardly oriented discharge pipe 211 at the lower end of the housing 21; and horizontally oriented cutter receiving hole 2102 and sliding hole 2101 arranged sequentially inside the discharge pipe 211 from top to bottom. A reel 22, rotatably installed inside the housing 21, is used for winding and unwinding the belt 30. Specifically, the reel 22 is driven by a motor 221 mounted on the housing 21. The first conductive plug 23 is movably disposed within the sliding hole 2101. One end is used for insertion and connection with the conductive tube 33, and the other end is used for electrical connection with the main body 1 of the refueling vehicle. Specifically, a first elastic element 231 is connected to the bottom of the first conductive plug 23 and the sliding hole 2101. A magnetic element 232 is connected between the first conductive plug 23 and the first elastic element 231. An electromagnet 233 is connected to the bottom of the sliding hole 2101. Here, the electromagnet 233 attracts or repels the magnetic element 232, thereby realizing the sliding of the first conductive plug 23. After the first conductive plug 23 is inserted into the conductive tube 33, for safety, the electromagnet 233 must be de-energized. At this time, the first elastic element 231 presses the first conductive plug 23 with its elasticity, making the insertion between the first conductive plug 23 and the conductive tube 33 more stable. The electric cutter 24 is movably disposed within the cutter receiving hole 2102 and is used to cut the insulating rubber strip 31.

[0051] Reference Figure 3 and Figure 4 In this embodiment, the housing 21 of the winding and unwinding mechanism 2 is installed at the rear of the refueling truck, and the reel 22 rotates inside the housing to realize the winding and unwinding of the belt 30. The discharge pipe 211 at the lower end of the housing 21 is provided with a cutter receiving hole 2102 and a sliding hole 2101 from top to bottom. The first conductive plug 23 can move in the sliding hole 2101, one end of which is inserted into the conductive tube 33 of the drag belt unit 32, and the other end is electrically connected to the main body 1 of the refueling truck to form an electrostatic conduction path. The electric cutter 24 can move in the cutter receiving hole 2102 to cut the insulating rubber strip 31 in the belt 30. The reel 22 allows for flexible winding and unwinding of the belt 30, adapting to different operating scenarios; the first conductive plug 23 ensures electrical conductivity between the belt 30 and the main body 1 of the refueling truck, guaranteeing smooth conduction of static electricity; the electric cutter 24 can precisely cut the insulating rubber belt 31, and together with the cuttable drag belt main body 3, damaged ends can be handled without additional tools, improving maintenance efficiency; the overall structure integrates winding, unwinding, conductivity, and cutting functions, and combined with the resistance detection and cleaning components 5, it further enhances electrostatic safety in refueling operations and reduces maintenance costs.

[0052] Reference Figure 1 , Figure 3 and Figure 6The resistance detection auxiliary component 38 includes: a first detection contact 381, a grounding terminal 320 embedded in the conductive rubber strip 321, and located at the end of the conductive rubber strip 321 away from the main body 1 of the refueling vehicle, as shown in the reference. Figure 3 The first detection contact 381 is located on the side of the conductive groove 34 away from the main body 1 of the refueling vehicle, and is electrically connected to the grounding end 320 of the conductive rubber strip 321. Here, the grounding end 320 of the conductive rubber strip 321 is the end of the strip 30 that needs to be in horizontal contact with the ground 6. The electrical connection between the first detection contact 381 and the grounding end 320 of the conductive rubber strip 321 means that the first detection contact 381 can directly contact the conductive rubber strip 321. The conductive rubber strip 321 itself is conductive, and direct contact between the conductive rubber strip 321 and the first detection contact 381 can achieve electrical connection. The insulating groove 384 is embedded in the surface of the first end of the conductive rubber strip 321. The electrical contact 385 is located in the insulating groove 384 and is used to electrically connect with the resistance detection mechanism 4. The conductive wire 382 has one end connected to the first detection contact 381 and the other end connected to the power contact 385. The surface of the conductive wire 382 is covered with an insulating outer sheath 383, and the insulating outer sheath 383 is connected to the insulating groove 384.

[0053] Reference Figure 1 and Figure 6 In this embodiment, the first detection contact 381 is directly connected to the grounding terminal 320 to ensure accurate detection starting point; the insulating groove 384 and the insulating sheath 383 prevent leakage or interference of the conductive wire 382 to ensure accurate detection data; the conductive wire 382 realizes a stable connection between the detection contact and the power contact 385, allowing the resistance detection mechanism 4 to monitor the resistance of the grounding terminal 320 in real time.

[0054] Reference Figure 1 and Figure 6 The resistance detection mechanism 4 includes: a resistance detector 41, mounted on the fuel truck body 1; multiple second electrical contacts 42, located at the locations on the fuel truck body 1 where resistance needs to be detected, such as the rear of the fuel truck body 1, the chassis, and the area near the front of the fuel tank, etc., all connected to the resistance detector 41; a telescopic conductive needle 43, one end of which is mounted on the inner wall of the discharge pipe 211 and connected to the other end of the resistance detector 41; and a conductive ball bearing 44, mounted on the other end of the telescopic conductive needle 43, for contacting the electrical contact 385.

[0055] Reference Figure 1 and Figure 6In this embodiment, the second contact 42 covers multiple detection points, ensuring comprehensive detection. The telescopic conductive needle 43 adapts to subtle changes in the position of the belt 30, ensuring continuous contact between the conductive ball 44 and the contact 385, preventing detection interruption. When the moving drag belt unit 32 requires the telescopic conductive needle 43 to retract, the conductive ball 44 reduces contact wear and extends the lifespan of the telescopic conductive needle. The resistance detection mechanism 4, in conjunction with the resistance detection auxiliary component 38, can accurately and in real-time monitor resistance, promptly detecting potential electrostatic conduction hazards. Combined with the cleaning component 5 and the cuttable drag belt, it further improves electrostatic safety and maintenance efficiency during refueling operations. Through the coordinated cooperation between the first detection contact 381 and multiple second contact 42, the resistance detector 41 can detect the resistance between the first detection contact 381 and multiple second contact 42, that is, the resistance between the grounding terminal 320 and the various parts of the refueling truck body 1 where resistance needs to be detected. The coordinated cooperation between the multiple second contact 42 allows the resistance detector 41 to detect the resistance between the various parts of the refueling truck body 1 where resistance needs to be detected.

[0056] This application differs fundamentally from existing electrostatic drag strips with self-sensing wear length and their alarm methods, as detailed below: ① This application constructs a global resistance detection network. Second electrical contacts 42 are installed at multiple key locations on the main body 1 of the refueling truck (such as the rear, chassis, and front of the fuel tank). These contacts are all connected to a central resistance detector 41. A first detection contact 381 is installed at the grounding end 320 of the trailing strip, and is led to the electrical contact 385 at the beginning of the trailing strip via an insulated conductive wire 382. The telescopic conductive pin 43 in the winding mechanism 2 is connected to the electrical contact 385, thereby integrating the state of the grounding end 320 into the detection network.

[0057] To implement collaborative comparison and diagnostic logic, the system does not just measure the total resistance, but simultaneously measures three types of data: A. Grounding terminal 320 and resistance at each vehicle body point: R_grounding-rear end, R_grounding-chassis, R_grounding-fuel tank; (Indirectly obtained) B. Resistance between various points on the vehicle body: R_rear-chassis, R_rear-fuel tank, R_chassis-fuel tank; Specifically, in the field of electrical engineering, in a series circuit, the total resistance is equal to the sum of the resistances at each point. Therefore, R_rear-chassis = R_ground-rear-R_ground-chassis. The method for measuring the resistance between other points on the vehicle body is the same.

[0058] Alternatively, multiple second electrical contacts 42 can be set at each detection point on the vehicle body. One of these second electrical contacts 42 sequentially engages with the first detection contact 381, allowing the resistance detector to sequentially detect the resistance between the ground terminal 320 and each point on the vehicle body. When measuring the resistance between different points on the vehicle body, the two points on the vehicle body whose resistance needs to be measured are connected to the two ends of the resistance detector 41 through a second electrical contact 42. The resistance detector 41 then detects the resistance between these two points on the vehicle body separately. For example, the rear of the vehicle can be connected to one end of the resistance detector 41 through a second electrical contact 42 (other second electrical contacts 42 that do not engage with the first detection contact 381), and the chassis can be connected to the other end of the resistance detector 41 through a second electrical contact 42 (other second electrical contacts 42 that do not engage with the first detection contact 381). Thus, the resistance detector 41 can detect the resistance between the rear and the chassis.

[0059] Based on the data from A and B, only when the resistance of all parts to the grounding terminal 320 exceeds the standard, and the "conductivity between each part is normal (e.g., the resistance between the tank and the chassis is <1Ω)", can it be determined as "wear on the dragging strip", thus completely eliminating the misjudgment caused by "intermediate link failure".

[0060] This enables precise fault location and eliminates "ineffective replacement": If the connecting bolts between the vehicle chassis and body are loose (causing R_chassis-rear to exceed the standard), but R_grounding-rear and the resistance of the trailing wire itself are normal, the system will accurately alarm "body connection fault," rather than misjudging it as wear on the trailing wire. This avoids "ineffective maintenance" that blindly replaces the trailing wire without solving the problem. It also identifies hidden short circuits and eliminates the risk of "missed reports": If the trailing wire experiences a partial short circuit due to moisture or other reasons, resulting in an abnormally low total resistance R_total, the system will detect this anomaly by comparing the resistance values ​​between various measurement points (e.g., R_grounding-rear is far below the normal range), thus alarming "trailing wire insulation abnormal," rather than incorrectly judging it as good grounding. This prevents the huge safety hazard of the system displaying normal when the trailing wire has actually failed. Finally, it enables predictive maintenance: By monitoring the resistance between various points on the vehicle body over a long period, it can promptly detect the slow increase in bridging resistance caused by corrosion, loosening, etc., and perform maintenance before the problem worsens, improving the reliability of the vehicle's electrical connections.

[0061] ②This application introduces a baseline calibration and environmental compensation mechanism; The key role of cleaning component 5: The solution emphasizes that cleaning component 5 automatically cleans and dries the mop area daily. This provides a baseline state. Resistance testing is performed after cleaning to obtain a "clean baseline resistance value" that excludes the influence of surface contaminants such as oil and dust.

[0062] Multi-point data fusion analysis: The system does not use an isolated resistance value for judgment, but comprehensively analyzes the numerical relationships and trends of the entire resistance network. For example, temperature changes will have a similar effect on all measurement points, while local faults (such as oxidation at connection points) will only affect specific paths.

[0063] Implement intelligent judgment logic with multiple thresholds and conditions: The criteria for judging wear are extremely stringent: only when the resistance between the grounding terminal 320 and each body point exceeds the standard, while the resistance between each body point is completely normal, is it determined that the drag strip is worn and needs to be trimmed. This completely eliminates interference from intermediate link failures.

[0064] Early warning thresholds and alarm thresholds can be set, and combined with historical data trends, more refined status assessments can be achieved.

[0065] Furthermore, this application meets aerospace-grade accuracy and reliability requirements: by establishing a clean baseline and monitoring the entire conductive circuit, the system effectively eliminates environmental interference (oil, humidity), and the measured core circuit resistance value is accurate and stable, meeting the stringent requirements of the aviation industry for grounding resistance (e.g., ≤10Ω). Strong anti-interference capability: Whether it's localized oil contamination or changes in ambient temperature and humidity, because it detects the relative relationships of the entire network and multiple signals, the system can identify whether it's common-mode interference or a genuine fault signal, thus making an accurate judgment and greatly improving detection accuracy and reliability in complex apron environments. Adaptability and environmental awareness: The system can sense the impact of environmental changes on measurements and adjust the sensitivity of judgment accordingly, reducing false alarms while ensuring the keen detection of real faults.

[0066] Reference Figure 1 and Figure 3 The cleaning assembly 5 includes: an outer pipe 50, vertically installed at the outlet of the discharge pipe 211 and sleeved on the drag strip body 3; multiple annular air chambers 51, spaced apart along the length of the outer pipe 50, coaxially mounted on the inner wall of the outer pipe 50, with downwardly inclined air nozzles 511 on the inner wall of each annular air chamber 51; a coaxial annular water chamber 52 connected between adjacent annular air chambers 51, with downwardly inclined water nozzles on the inner wall of each annular water chamber 52; soft brushes 53 on the inner walls of both the annular air chambers 51 and the annular water chambers 52, the soft brushes 53 being positioned to avoid the air nozzles 511 and water nozzles. Specifically, each of the multiple annular air chambers 51 is connected to a pulse air pump 54, which is mounted on the refueling truck body 1. Each annular water chamber 52 is connected to a water tank 55 via a water pump, which is also mounted on the refueling truck body 1.

[0067] Reference Figure 1 and Figure 3In this embodiment, during the rewinding and unwinding of the mop body 30, the soft brush 53 first preliminarily cleans large particles of dirt such as pebbles from the grounding end 320. Then, the water pump draws the cleaning solution from the water tank 55 into the annular water chamber 52, which sprays water through the nozzles. The pulse air pump 54 outputs pulsed airflow to the annular air chamber 51, which intensifies cleaning with pulsed air jets. After cleaning, the air nozzles 511 spray cold air to dry the mop body 3, thereby cleaning the grounding end 320 of the mop body 3. After cleaning the grounding end 320 of the mop body 3, it is rewinded to ensure effective contact between the grounding end 320 and the ground 6.

[0068] Unless otherwise defined, the technical or scientific terms used in this application shall have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," "third," and similar terms used in this application specification and claims do not indicate any order, quantity, or importance, but are merely used to distinguish different components. The terms "an" or "a" and similar terms do not indicate a quantity limitation, but rather indicate the presence of at least one. The terms "comprising" or "including" and similar terms mean that the elements or objects preceding "comprising" or "including" encompass the elements or objects listed following "comprising" or "including" and their equivalents, and do not exclude other elements or objects. "Above," "below," "left," "right," etc., are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0069] The above are all optional embodiments of this application and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. An aircraft refueling vehicle with a V-shaped tank body, comprising a refueling vehicle body (1) and a V-shaped oil tank (11) fixed on the refueling vehicle body (1), characterized in that: The oil truck body (1) includes a mopping system (10) installed at the tail of the oil truck body (1), and the mopping system (10) includes: a mopping belt body (3) connected to the tail of the oil truck body (1) at one end and in contact with the ground (6) at the other end, wherein the mopping belt body (3) includes: a belt body (30) including a plurality of insulating rubber belts (31) and a plurality of mopping belt units (32), and the plurality of insulating rubber belts (31) and the plurality of mopping belt units (32) are connected alternately; a counterweight (36) installed at the grounding end (320) of the mopping belt unit (32); a winding and unwinding mechanism (2) installed at the tail of the oil truck body (1) and used for winding and unwinding the mopping belt body (3) and cutting the damaged grounding end (320); a resistance detection mechanism (4) installed on the oil truck body (1) and used for detecting the resistance between the grounding end (320) of the mopping belt body (3) and a plurality of parts on the oil truck body (1) and detecting the resistance between a plurality of parts on the oil truck body (1); a cleaning assembly (5) installed at the tail of the oil truck body (1) and used for cleaning the dirt on the surface of the mopping belt body (3).

2. The aircraft fueler of claim 1 wherein: The mopping belt body (3) further includes: a plurality of resistance detection auxiliary assemblies (38) corresponding to the plurality of mopping belt units (32), wherein the resistance detection auxiliary assemblies (38) are installed on the corresponding mopping belt units (32), so that the resistance detection mechanism (4) can detect the resistance between the grounding end (320) of the mopping belt unit (32) and the plurality of parts on the oil truck body (1).

3. The aircraft fueler of claim 2 wherein: The mopping belt unit (32) includes: a conductive rubber belt (321) having a plurality of conductive metal wires (322) embedded therein and arranged along the length direction of the conductive rubber belt (321); a conductive pipe (33) installed at the leading end of the conductive rubber belt (321) and electrically connected to the leading ends of the plurality of conductive metal wires (322); a conductive groove (34) installed at the tail end of the conductive rubber belt (321) and electrically connected to the tail ends of the plurality of conductive metal wires (322); a conductive locking assembly (35) installed in the conductive groove (34) and used for fixing the counterweight (36).

4. The aircraft fueler of claim 3 wherein: The conductive locking assembly (35) includes: a conductive rod (350) horizontally installed in the conductive groove (34), and a first jack (3501) vertically arranged on the conductive rod (350); a third conductive plug (37) installed on the counterweight (36) and inserted into the first jack (3501).

5. The aircraft fueler of claim 4 wherein: The opposite side walls of the first jack (3501) are provided with accommodating holes (3502), and the inner walls of the two accommodating holes (3502) are provided with sliding grooves (3503), and the length direction of the sliding grooves (3503) is arranged along the depth direction of the accommodating holes (3502). Each of the accommodating holes (3502) is provided with a movable second conductive plug (351) for plug-in connection with the third conductive plug (37); Each of the sliding grooves (3503) is provided with a push tube (353) connected with the corresponding second conductive plug (351), and the push tube (353) is used for pushing the second conductive plug (351) to move in the accommodating hole (3502).

6. The aircraft fueler of claim 5 wherein: The winding and unwinding mechanism (2) comprises: An outer shell (21) is mounted at the tail of the refueling vehicle body (1), and a lower end of the outer shell (21) is provided with a downwardly arranged discharging pipe (211). From top to bottom, the discharging pipe (211) is sequentially provided with a horizontally arranged cutter accommodating hole (2102) and a sliding hole (2101); A reel (22) is rotatably mounted in the outer shell (21) and is used for winding and unwinding the belt body (30); A first conductive plug (23) is movably arranged in the sliding hole (2101) and has one end for plug-in connection with the conductive pipe (33) and the other end for electrical connection between the refueling vehicle body (1); An electric cutter (24) is movably arranged in the cutter accommodating hole (2102) and is used for cutting the insulating rubber belt (31).

7. The aircraft fueler of claim 6 wherein: The resistance detection auxiliary assembly (38) comprises: A first detection contact (381) is embedded in a grounding end (320) of the conductive rubber belt (321) and is electrically connected with the grounding end (320) of the conductive rubber belt (321); An insulating groove (384) is embedded in a surface of a first end of the conductive rubber belt (321); An electrical contact (385) is arranged in the insulating groove (384) and is used for electrical connection with the resistance detection mechanism (4); A conductive wire (382) has one end connected with the first detection contact (381) and the other end connected with the electrical contact (385), and a surface of the conductive wire (382) is wrapped with an insulating sheath (383), and the insulating sheath (383) is connected with the insulating groove (384).

8. The aircraft fueler of claim 7, wherein: The resistance detection mechanism (4) comprises: A resistance detector (41) is mounted on the refueling vehicle body (1); A plurality of second electrical contacts (42) are arranged at positions of the refueling vehicle body (1) where resistance needs to be detected and are all connected with one end of the resistance detector (41); A telescopic conductive needle (43) has one end mounted on an inner wall of the discharging pipe (211) and is connected with the other end of the resistance detector (41); A conductive ball (44) is mounted on the other end of the telescopic conductive needle (43) and is used for contacting the electrical contact (385).

9. The aircraft fueler of claim 8 wherein: The cleaning assembly (5) comprises: An outer pipe (50) is vertically mounted at a discharging opening of the discharging pipe (211) and is sleeved on the mopping belt body (3). A plurality of annular air cavities (51) are distributed along the length direction of the outer tube (50), the annular air cavities (51) are coaxially installed on the inner wall of the outer tube (50), the inner wall of the annular air cavity (51) is provided with a downwardly inclined air nozzle (511); two adjacent annular air cavities (51) are connected with a coaxial annular water cavity (52), the inner wall of the annular water cavity (52) is provided with a downwardly inclined water nozzle; the inner wall of the annular air cavity (51) and the inner wall of the annular water cavity (52) are both provided with soft hair brushes (53), the soft hair brushes (53) are arranged away from the air nozzle (511) and the water nozzle.

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