A rescue and flood drainage vehicle

Abstract

The application discloses a rescue and flood drainage vehicle, which comprises a chassis, a power generation system, a flood drainage system and a heat dissipation system. The chassis comprises a vehicle frame and a power system. The power system comprises an engine and a transmission assembly arranged on the vehicle frame. The output end of the engine is connected with the input end of the transmission assembly. The power generation system comprises a generator and a control cabinet. The generator and the control cabinet are arranged on a vehicle cabin respectively. The power input end of the generator is connected with the output end of the transmission assembly. The control cabinet comprises a rectifier circuit, a three-level inverter circuit, an output breaker and a frequency converter. The input end of the rectifier circuit is connected with the power output end of the generator. The output end of the rectifier circuit is connected with the input end of the three-level inverter circuit. The input end of the frequency converter is connected with the output end of the three-level inverter circuit through the output breaker. The output end of the frequency converter is connected with the flood drainage system. The heat dissipation system is used for dissipating heat of the engine and / or the generator and / or the control cabinet. The generator drives the flood drainage system through the transformation of the control cabinet.

Description

Technical Field

[0001] This invention relates to drainage equipment, and more particularly to a flood control and drainage vehicle. Background Technology

[0002] Pickup truck-mounted flood drainage vehicles are modified from pickup truck chassis and equipped with flood drainage systems, suitable for emergency rescue situations such as urban flooding, underground garage water accumulation, and tunnel drainage. Existing pickup truck-mounted flood drainage vehicles typically use an auxiliary engine as a second power source to power the generator of the drainage equipment, which not only increases additional costs but also increases the overall weight of the pickup truck-mounted flood drainage vehicle. Furthermore, the electricity generated by the generator in existing pickup truck-mounted flood drainage vehicles is in DC form and cannot directly drive common AC loads (such as hand-held flood drainage pumps). Summary of the Invention

[0003] Therefore, it is necessary to provide a flood control and drainage vehicle that can solve the problem that the electricity generated by the existing flood control and drainage vehicles is in DC form and cannot directly drive common AC loads.

[0004] To achieve the above objectives, the inventors have provided a flood control and drainage vehicle, comprising: a chassis, a power generation system, a drainage system, and a heat dissipation system;

[0005] The chassis includes a frame and a power system. The frame supports a cabin. The power system includes an engine and a transmission assembly mounted on the frame. The output of the engine is connected to the input of the transmission assembly.

[0006] The power generation system includes a generator and a control cabinet, which are respectively installed on the vehicle compartment. The power input terminal of the generator is connected to the output terminal of the transmission assembly. The control cabinet includes a rectifier circuit, a three-level inverter circuit, an output circuit breaker, and a frequency converter. The input terminal of the rectifier circuit is connected to the power output terminal of the generator, and the output terminal of the rectifier circuit is connected to the input terminal of the three-level inverter circuit. The input terminal of the frequency converter is connected to the output terminal of the three-level inverter circuit through the output circuit breaker, and the output terminal of the frequency converter is connected to the drainage system.

[0007] The cooling system is used to dissipate heat from the engine and / or the generator and / or the control cabinet.

[0008] Preferably, the rectifier circuit is a high-frequency PWM generator rectifier circuit, which includes:

[0009] Switching transistors Q6 and Q16 are connected in series between the positive DC bus and the negative DC bus, and the connection point of switching transistors Q6 and Q16 is connected to the first output terminal of the generator.

[0010] Switching transistors Q7 and Q17 are connected in series between the positive DC bus and the negative DC bus, and the connection point of switching transistors Q7 and Q17 is connected to the second output terminal of the generator.

[0011] Switching transistors Q8 and Q18 are connected in series between the positive DC bus and the negative DC bus. The connection point of switching transistors Q8 and Q18 is connected to the third output terminal of the generator. The first output terminal, the second output terminal, and the third output terminal of the generator form the power output terminal.

[0012] Switching transistors Q6, Q7, Q8, Q16, Q17, and Q18 are gate turn-off thyristors, electric field-effect transistors, or insulated-gate bipolar transistors.

[0013] Preferably, it further includes an N-line midpoint balancing circuit, the N-line midpoint balancing circuit comprising:

[0014] Switching transistors Q5 and Q15 are connected in series between the positive DC bus and the negative DC bus of the rectifier circuit. Both switching transistors Q5 and Q15 are gate turn-off thyristors, electric field-effect transistors, or insulated gate bipolar transistors.

[0015] Resistors R1 and R2 are connected in parallel. One end of resistors R1 and R2 is the midpoint between switching transistors Q5 and Q15. The other end of resistors R1 and R2 is connected between the two capacitors at the input of the three-level inverter circuit and the N line.

[0016] Preferably, the three-level inverter circuit includes:

[0017] Capacitors C1 and C3 are connected in series between the positive DC bus and the negative DC bus of the rectifier circuit.

[0018] Switch Q1 and switch Q9 are provided. The drain of switch Q1 is connected to the U-phase output terminal, the source of switch Q1 is connected to the source of switch Q9, and the drain of switch Q9 is connected between capacitor C1 and capacitor C3.

[0019] Switching transistors Q10 and Q11 are provided. The drain of switching transistor Q11 is connected to the V-phase output terminal, the source of switching transistor Q10 is connected to the source of switching transistor Q11, and the drain of switching transistor Q11 is connected between capacitor C1 and capacitor C3.

[0020] Switching transistors Q19 and Q20 are provided. The drain of switching transistor Q19 is connected to the output terminal of phase W, the source of switching transistor Q19 is connected to the source of switching transistor Q20, and the drain of switching transistor Q20 is connected between capacitor C1 and capacitor C3.

[0021] Switch Q2 and switch Q12 are connected in series between the positive DC bus and the negative DC bus of the circuit. The connection point of switch Q2 and switch Q12 is connected to the W-phase output terminal.

[0022] Switch Q3 and switch Q13 are connected in series between the positive DC bus and the negative DC bus of the rectifier circuit, and the connection point of switch Q3 and switch Q13 is connected to the V phase output terminal.

[0023] Switching transistors Q4 and Q14 are connected in series between the positive and negative DC bus of the rectifier circuit, and the connection point of switching transistors Q4 and Q14 is connected to the U-phase output terminal.

[0024] Preferably, the three-level inverter circuit further includes:

[0025] Inductor L1 and capacitor C4, one end of inductor L1 is connected to the U-phase output terminal, and the other end of inductor L1 is connected to the N line through capacitor C4 and to the frequency converter through the output circuit breaker.

[0026] Inductor L2 and capacitor C5, one end of inductor L2 is connected to the V phase output terminal, and the other end of inductor L2 is connected to the N line through capacitor C5 and to the frequency converter through the output circuit breaker;

[0027] Inductor L3 and capacitor C6, one end of inductor L3 is connected to the W phase output terminal, and the other end of inductor L3 is connected to the N line through capacitor C6 and to the frequency converter through the output circuit breaker.

[0028] Preferably, the heat dissipation system includes a first liquid-cooled radiator, a first heat dissipation pipe, a second heat dissipation pipe, a first water pump, and a first water supply tank;

[0029] The first liquid-cooled radiator is installed on the vehicle compartment. The liquid-cooled outlet of the first liquid-cooled radiator is connected to the liquid-cooled inlet of the engine's water tank through the first cooling pipe. The liquid-cooled outlet of the engine's water tank is connected to the liquid-cooled inlet of the first liquid-cooled radiator through the second cooling pipe. The first water pump is connected in series on the second cooling pipe. The first water tank is connected to the first cooling pipe.

[0030] Preferably, the heat dissipation system includes a second liquid-cooled radiator, a third heat dissipation pipe, a second water pump, a fourth heat dissipation pipe, a fifth heat dissipation pipe, and a second water replenishment tank;

[0031] The second liquid-cooled radiator is installed on the vehicle compartment. The liquid-cooled outlet of the second liquid-cooled radiator is connected to the liquid-cooled inlet of the control cabinet through the third heat dissipation pipe. The second water pump is connected in series on the third heat dissipation pipe. The liquid-cooled outlet of the control cabinet is connected to the liquid-cooled inlet of the generator through the fourth heat dissipation pipe. The liquid-cooled outlet of the generator is connected to the liquid-cooled inlet of the second liquid-cooled radiator through the fifth heat dissipation pipe. The second water replenishment tank is connected to the third heat dissipation pipe.

[0032] Preferably, the transmission assembly includes a gearbox and a power take-off (PTO), and the output end of the engine is connected to the power input end of the generator in sequence through the gearbox and the PTO;

[0033] The heat dissipation system includes a heat exchanger, a third liquid-cooled radiator, a sixth heat dissipation pipe, an oil pump, a seventh heat dissipation pipe, an eighth heat dissipation pipe, a third water pump, a ninth heat dissipation pipe, and a third water supply tank.

[0034] The lubricating oil outlet of the heat exchanger is connected to the lubricating oil inlet of the power take-off through the sixth heat dissipation pipe. The oil pump is located on the sixth heat dissipation pipe. The lubricating oil outlet of the power take-off is connected to the lubricating oil inlet of the heat exchanger through the seventh heat dissipation pipe.

[0035] The third liquid-cooled radiator is installed on the vehicle compartment. The liquid-cooled outlet of the third liquid-cooled radiator is connected to the liquid-cooled inlet of the heat exchanger through the eighth heat dissipation pipe. The third water pump is installed on the eighth heat dissipation pipe. The liquid-cooled outlet of the heat exchanger is connected to the liquid-cooled inlet of the third liquid-cooled radiator through the ninth heat dissipation pipe. The third water replenishment tank is connected to the eighth heat dissipation pipe.

[0036] Preferably, the generator includes a housing, a rotor, a stator winding, and a speed increaser integrated within the housing. The rotor and the stator winding are disposed within the housing. The stator winding has a power output terminal of the generator. The rotor is provided with a second shaft, which is connected to the output terminal of the speed increaser. The speed increaser has a power input terminal of the generator. The speed increaser is used to adjust the speed of the input speed from the power system so that the second shaft reaches the required operating speed range of the generator.

[0037] Preferably, the emergency drainage vehicle is a pickup truck.

[0038] Unlike existing technologies, the generator in the above-mentioned solution rectifies the electricity through a rectifier circuit on the control cabinet, then inverts it into a three-phase power supply through a three-level inverter circuit, and finally drives the drainage system through a frequency converter. Once started, the drainage system can drain accumulated water, achieving the purpose of flood control. Notably, the chassis power take-off technology eliminates the need for an auxiliary engine to power the drainage equipment, reducing costs and overall vehicle power while providing stable power support for the drainage system. During the operation of the engine, generator, and control cabinet, a large amount of heat is generated. At this time, the liquid cooling system activates to dissipate heat from one or more of these components, preventing overheating, performance degradation, or damage caused by high temperatures, extending their service life, and improving the reliability of the drainage vehicle.

[0039] The above description of the invention is merely an overview of the technical solution of this application. In order to enable those skilled in the art to better understand the technical solution of this application and to implement it based on the description and drawings, and to make the above-mentioned objectives and other objectives, features and advantages of this application easier to understand, the following description is provided in conjunction with the specific embodiments and drawings of this application. Attached Figure Description

[0040] The accompanying drawings are only used to illustrate the principles, implementation methods, applications, features, and effects of specific embodiments of the present invention and other related contents, and should not be considered as limitations on this application.

[0041] Figure 1 This is a schematic diagram of a flood control and drainage vehicle in some embodiments;

[0042] Figure 2 This is a schematic diagram showing the control cabinet on the rear compartment in some embodiments;

[0043] Figure 3 The circuit diagram of the control cabinet is shown in some embodiments;

[0044] Figure 4 This is a circuit diagram of a high-frequency PWM generator rectifier circuit in some embodiments;

[0045] Figure 5 This is a circuit diagram of a midpoint balancing circuit for the N-line in some embodiments;

[0046] Figure 6 This is a circuit diagram of a three-level inverter circuit in some embodiments;

[0047] Figure 7 This is a schematic flowchart of a generator power generation control process in some embodiments;

[0048] Figure 8This is a schematic diagram of the operation sequence of the power take-off structure of the drainage vehicle chassis in some embodiments;

[0049] Figure 9 This is a schematic flowchart of the inverter output control process of a three-level inverter circuit in some embodiments;

[0050] Figure 10 This is a schematic diagram of the first liquid cooling heat dissipation device in some embodiments;

[0051] Figure 11 This is a schematic diagram of a generator and control cabinet connected in series in some embodiments of the second liquid cooling heat dissipation device;

[0052] Figure 12 This is a schematic diagram of a generator and control cabinet connected in parallel for the second liquid cooling heat dissipation device in some embodiments;

[0053] Figure 13 This is a schematic diagram of a generator and control cabinet connected in series in some embodiments of the third liquid cooling heat dissipation device;

[0054] Figure 14 Exploded views of the first liquid cooling radiator, second liquid cooling radiator, third liquid cooling radiator, first cooling fan, and second cooling fan in some embodiments;

[0055] Figure 15 This is a schematic diagram showing the location of the liquid cooling system and control cabinet on the drainage vehicle in some embodiments;

[0056] Figure 16 This is a schematic diagram of the chassis in some embodiments;

[0057] Figure 17 This is a simplified internal diagram of a generator that integrates a speed increaser in some embodiments;

[0058] Figure 18 A perspective view of the generator in some embodiments;

[0059] Figure 19 This is a schematic diagram of the generator diameter in some embodiments;

[0060] Figure 20 This is a schematic diagram of the generator length in some embodiments.

[0061] Explanation of reference numerals in the attached figures:

[0062] 1. Chassis;

[0063] 11. Engine; 12. Transmission; 13. Power Take-Off; 14. First Crossbeam; 15. Cantilever Beam; 16. Second Crossbeam; 17. First Support; 18. Second Support; 19. Rear Cargo Box;

[0064] 2. Power generation system;

[0065] 21. Generator; 211. Housing; 212. Rotor; 213. Stator winding; 214. Speed ​​increaser; 215. Shaft 1; 216. Helical gear 1; 217. Helical gear 2; 218. Shaft 2; 219. Flange; 210. Terminal block;

[0066] 22. Control cabinet; 221. Rectifier circuit; 222. Three-level inverter circuit; 223. Output circuit breaker; 224. Frequency converter; 225. Neutral point balancing circuit (N line);

[0067] 3. Drainage system;

[0068] 4. Heat dissipation system;

[0069] 41. First liquid cooling heat dissipation device; 411. First liquid cooling radiator; 412. First heat dissipation pipe; 413. Second heat dissipation pipe; 414. First water pump; 415. First water supply tank;

[0070] 42. Second liquid cooling heat dissipation device; 421. Second liquid cooling radiator; 422. Third heat dissipation pipe; 423. Second water pump; 424. Fourth heat dissipation pipe; 425. Fifth heat dissipation pipe; 426. Second water supply tank;

[0071] 43. Third liquid cooling heat dissipation device; 431. Third liquid cooling radiator; 432. Heat exchanger; 433. Sixth heat dissipation pipe; 434. Oil pump; 435. Seventh heat dissipation pipe; 436. Eighth heat dissipation pipe; 437. Third water pump; 438. Ninth heat dissipation pipe; 439. Third water replenishment tank;

[0072] 44. First cooling fan;

[0073] 45. Second cooling fan. Detailed Implementation

[0074] To illustrate the possible application scenarios, technical principles, implementable specific solutions, and achievable objectives and effects of this application in detail, the following description, in conjunction with the listed specific embodiments and accompanying drawings, provides a detailed explanation. The embodiments described herein are merely illustrative of the technical solutions of this application and are therefore intended to limit the scope of protection of this application.

[0075] In this document, the term "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The term "embodiment" appearing in various places throughout the specification does not necessarily refer to the same embodiment, nor does it specifically limit its independence or connection with other embodiments. In principle, in this application, as long as there are no technical contradictions or conflicts, the technical features mentioned in each embodiment can be combined in any way to form corresponding implementable technical solutions.

[0076] Unless otherwise defined, the technical terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the use of related terms herein is merely for the purpose of describing particular embodiments and is not intended to limit this application.

[0077] In the description of this application, the term "and / or" is used to describe the logical relationship between objects, indicating that three relationships can exist. For example, A and / or B means: A exists, B exists, and A and B exist simultaneously. Additionally, the character " / " in this document generally indicates that the preceding and following objects have an "or" logical relationship.

[0078] In this application, terms such as “first” and “second” are used only to distinguish one entity or operation from another, and do not necessarily require or imply any actual quantity, hierarchy or order relationship between these entities or operations.

[0079] Unless otherwise specified, the use of terms such as “comprising,” “including,” “having,” or other similar expressions in this application is intended to cover non-exclusive inclusion, which does not exclude the presence of additional elements in a process, method, or product that includes the stated elements, such that a process, method, or product that includes a list of elements may include not only those defined elements but also other elements not expressly listed, or elements inherent to such a process, method, or product.

[0080] As understood in the Examination Guidelines, in this application, expressions such as "greater than," "less than," and "exceeding" are understood to exclude the stated number; expressions such as "above," "below," and "within" are understood to include the stated number. Furthermore, in the description of the embodiments in this application, "multiple" means two or more (including two), and similar expressions related to "multiple" are also understood in this way, such as "multiple groups" and "multiple times," unless otherwise explicitly specified.

[0081] In the description of the embodiments of this application, the space-related expressions used, such as "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "vertical," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," indicate the orientation or positional relationship based on the orientation or positional relationship shown in the specific embodiments or drawings. They are only for the purpose of describing the specific embodiments of this application or for the reader's understanding, and do not indicate or imply that the device or component referred to must have a specific position, a specific orientation, or be constructed or operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0082] Unless otherwise expressly specified or limited, the terms "installation," "connection," "linking," "fixing," and "setting," as used in the description of the embodiments of this application, should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral setting; it can be a mechanical connection, an electrical connection, or a communication connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal connection of two components or the interaction between two components. For those skilled in the art to which this application pertains, the specific meaning of the above terms in the embodiments of this application can be understood according to the specific circumstances.

[0083] Please see Figures 1 to 20 This embodiment provides a flood control and drainage vehicle, including: chassis 1, power generation system 2, drainage system 3 and heat dissipation system 4;

[0084] The chassis 1 includes a frame and a power system. The frame supports the cabin. The power system includes an engine 11 and a transmission assembly mounted on the frame. The output end of the engine 11 is connected to the input end of the transmission assembly.

[0085] The power generation system 2 includes a generator 21 and a control cabinet 22, which are respectively installed on the vehicle compartment. The power input terminal of the generator 21 is connected to the output terminal of the transmission component. The control cabinet 22 includes a rectifier circuit 221, a three-level inverter circuit 222, an output circuit breaker 223, and a frequency converter 224. The input terminal of the rectifier circuit 221 is connected to the power output terminal of the generator 21, and the output terminal of the rectifier circuit 221 is connected to the input terminal of the three-level inverter circuit 222. The input terminal of the frequency converter 224 is connected to the output terminal of the three-level inverter circuit 222 through the output circuit breaker 223. The output terminal of the frequency converter 224 is connected to the drainage system 3.

[0086] The cooling system 4 is used to dissipate heat for the engine 11 and / or generator 21 and / or control cabinet 22.

[0087] When the drainage truck is in operation, the engine 11 drives the generator 21 through the transmission assembly, converting mechanical energy into electrical energy. After rectification by the rectifier circuit 221 on the control cabinet 22, the power is inverted to three-phase power by the three-level inverter circuit 222, and then driven by the frequency converter 224 to drive the drainage system 3. Once started, the drainage system 3 can drain accumulated water, achieving the purpose of drainage. Notably, the chassis power take-off technology eliminates the need for an auxiliary engine 11 to power the drainage equipment, reducing costs and overall vehicle power while providing stable power support for the drainage system 3. During the operation of the engine 11, generator 21, and control cabinet 22, a large amount of heat is generated. At this time, the liquid cooling system 4 is activated to dissipate heat from one or more of these components, preventing overheating, performance degradation, or damage caused by high temperatures, extending their service life, and improving the reliability of the drainage truck's operation.

[0088] Please see Figure 4 In some embodiments, the rectifier circuit 221 is a high-frequency PWM generator 21 rectifier circuit 221, which includes:

[0089] Switching transistors Q6 and Q16 are connected in series between the positive DC bus and the negative DC bus, and the connection point of switching transistors Q6 and Q16 is connected to the first output terminal of generator 21.

[0090] Switching transistors Q7 and Q17 are connected in series between the positive DC bus and the negative DC bus, and the connection point of switching transistors Q7 and Q17 is connected to the second output terminal of generator 21.

[0091] Switching transistors Q8 and Q18 are connected in series between the positive DC bus and the negative DC bus. The connection point of switching transistors Q8 and Q18 is connected to the third output terminal of generator 21. The first output terminal, second output terminal, and third output terminal of generator 21 form the power output terminal.

[0092] Switching transistors Q6, Q7, Q8, Q16, Q17, and Q18 are gate turn-off thyristors, electric field-effect transistors, or insulated-gate bipolar transistors.

[0093] The rectifier circuit 221 of the high-frequency PWM generator 21 is a power conversion device using pulse width modulation technology, realizing bidirectional energy flow of AC and DC power through fully controllable devices (such as IGBTs). Specifically, the rectifier circuit 221, composed of switching transistors Q6, Q7, Q8, Q16, Q17, and Q18, forms a bridge topology. The switching transistors in the rectifier circuit 221 are controlled by a PWM modulation signal to rectify the AC power output from the generator 21. In this embodiment, switching transistors Q6, Q7, Q8, Q16, Q17, and Q18 are insulated-gate bipolar transistors (IGBTs). IGBTs combine the advantages of giant transistors (GTRs) and power MOSFETs, possessing excellent characteristics and a wide range of applications. In other embodiments, gate turn-off thyristors (GTOs) or electric field-effect transistors (FETs) can also be used. A GTO is a thyristor with self-turn-off capability and thyristor characteristics. When a forward voltage is applied to the anode and a forward trigger current is applied to the gate, the GTO turns on. When on, applying a sufficiently large reverse trigger pulse current to the gate turns the GTO off. While some of its performance characteristics are inferior to those of insulated-gate bipolar transistors (IGBTs) and FETs, it possesses the advantages of high voltage withstand capability, large current capacity, and strong surge resistance of general thyristors. FETs, also known as power field-effect transistors, are divided into junction type and insulated-gate type, typically referring to the MOS (Metal Oxide Semiconductor FET) type, or simply Power MOSFET. FETs offer advantages such as simple drive circuitry, low required drive power, fast switching speed, high operating frequency, and better thermal stability than GTRs.

[0094] Please see Figure 3 and Figure 5 In some embodiments, the flood control and drainage vehicle also includes an N-line midpoint balancing circuit 225, which includes:

[0095] Switching transistors Q5 and Q15 are connected in series between the positive DC bus and the negative DC bus of rectifier circuit 221. Both switching transistors Q5 and Q15 are gate turn-off thyristors, electric field-effect transistors, or insulated gate bipolar transistors.

[0096] Resistors R1 and R2 are connected in parallel. One end of resistors R1 and R2 is at the midpoint between switching transistors Q5 and Q15. The other end of resistors R1 and R2 is connected between the two capacitors at the input of the three-level inverter circuit 222 and the N line.

[0097] The neutral point balancing circuit 225 is a circuit design used to maintain the neutral point voltage balance in a three-phase system. It primarily uses capacitors, energy storage elements, or IGBTs to regulate voltage, ensuring voltage symmetry between the neutral (N) line and phase lines, preventing voltage deviation or equipment damage caused by load imbalance. A balanced bridge structure is formed by connecting switching transistors Q5 and Q15 in series between the positive and negative DC buses of the rectifier circuit 221. A symmetrical resistor network composed of resistors R1 and R2 is connected to the midpoint node between switching transistors Q5 and Q15, achieving potential balance by forcibly distributing the midpoint current / voltage. This reduces output waveform distortion and improves power quality; it also homogenizes voltage stress on the switching transistors, extending their lifespan; and it enhances system control stability, avoiding faults caused by potential deviation. In this embodiment, switching transistors Q5 and Q15 are insulated-gate bipolar transistors (IGBTs). In other embodiments, gate turn-off thyristors or power field-effect transistors (FETs) can also be used.

[0098] Please see Figure 6 In some embodiments, the three-level inverter circuit 222 includes:

[0099] Capacitors C1 and C3 are connected in series between the positive DC bus and the negative DC bus of rectifier circuit 221.

[0100] Switches Q1 and Q9 are connected. The drain of switch Q1 is connected to the U-phase output terminal, the source of switch Q1 is connected to the source of switch Q9, and the drain of switch Q9 is connected between capacitor C1 and capacitor C3.

[0101] Switches Q10 and Q11 are connected. The drain of switch Q11 is connected to the V-phase output terminal. The source of switch Q10 is connected to the source of switch Q11. The drain of switch Q11 is connected between capacitor C1 and capacitor C3.

[0102] Switches Q19 and Q20 are connected. The drain of switch Q19 is connected to the output terminal of phase W, the source of switch Q19 is connected to the source of switch Q20, and the drain of switch Q20 is connected between capacitor C1 and capacitor C3.

[0103] Switch Q2 and switch Q12 are connected in series between the positive DC bus and the negative DC bus of rectifier circuit 221. The connection point of switch Q2 and switch Q12 is connected to the output terminal of phase W.

[0104] Switch Q3 and switch Q13 are connected in series between the positive DC bus and the negative DC bus of rectifier circuit 221. The connection point of switch Q3 and switch Q13 is connected to the V phase output terminal.

[0105] Switching transistors Q4 and Q14 are connected in series between the positive and negative DC bus of rectifier circuit 221, and the connection point of switching transistors Q4 and Q14 is connected to the U-phase output terminal.

[0106] The main power switch is composed of multiple sets of switching transistors. By different combinations of switching transistors on and off, multi-level output is generated. Capacitors C1 and C3 divide the DC bus voltage of rectifier circuit 221 into two segments to form a midpoint potential. The anti-parallel diodes (or clamping structures) of the switching transistors realize "level clamping" to ensure that the output voltage is stable in three level ranges.

[0107] The core of the 222 three-level inverter circuit is that each phase can output three voltage levels (relative to the midpoint N). Taking the DC bus voltage as Vdc, the three levels are +Vdc / 2, 0, and −Vdc / 2. Its switching logic is as follows (taking one phase as an example):

[0108] Output +Vdc / 2: The upper bridge arm switch (such as switch Q2 or switch Q8) is turned on, and the current forms a loop through the upper bridge arm switch and the load, resulting in a high output level;

[0109] Output 0 level: The intermediate clamping switch (such as switch Q3, switch Q10) is turned on, and the current flows through the clamping diode / clamping switch to the midpoint potential, resulting in a zero output level;

[0110] Output −Vdc / 2: The switching transistors of the lower bridge arm (such as switching transistors Q12 and Q20) are turned on, and the current forms a loop through the switching transistors of the lower bridge arm and the load, resulting in a low-level output.

[0111] Three-phase independent control: The three-level circuits of the U, V, and W phases work independently, and the switching state of each phase is controlled by the PWM (Pulse Width Modulation) strategy to generate a three-phase modulated wave.

[0112] Please see Figure 6 In some embodiments, the three-level inverter circuit 222 further includes:

[0113] Inductor L1 and capacitor C4, one end of inductor L1 is connected to the U-phase output terminal, and the other end of inductor L1 is connected to the N line through capacitor C4 and to the frequency converter 224 through output circuit breaker 223.

[0114] Inductor L2 and capacitor C5, one end of inductor L2 is connected to the V phase output terminal, and the other end of inductor L2 is connected to the N line through capacitor C5 and to the frequency converter 224 through output circuit breaker 223;

[0115] Inductor L3 and capacitor C6, one end of inductor L3 is connected to the W phase output terminal, and the other end of inductor L3 is connected to the N line through capacitor C6 and to the frequency converter 224 through output circuit breaker 223.

[0116] An LC filter network composed of inductors L1, L2, L3, capacitors C4, C5, and C6 is used to filter out the high-frequency pulses output by the switching transistor, resulting in a continuous sine wave.

[0117] In some embodiments, the power output terminal of generator 21 (e.g. Figure 18 Terminal 210 (shown) is electrically connected to control cabinet 22 via a three-phase high-voltage cable. Control cabinet 22 can output three-phase AC power at 380V and 50Hz. The control cabinet 22's panel is located on the side of the vehicle door for easy operation by personnel. The panel includes a display screen, main circuit breaker, individual leakage protection switches, power button, start button, fault indicator light, and emergency stop switch.

[0118] Please see Figure 7 In some embodiments, the generator 21 power generation control process is as follows: the voltage of the bus on the rectifier circuit 221 is collected by the bus voltage acquisition module to obtain the sampled DC voltage, the target bus voltage and the sampled DC voltage are input into the PID fuzzy controller, after PID adjustment, the output adjustment is input to the limiter to limit the output signal amplitude within a specific range, and the torque or output current adjustment signal of the generator 21 is combined with the operating information collected by the motor operating status sampling module to control the power generation of the generator 21 through the motor FOC vector control technology.

[0119] Please see Figure 8In some embodiments, the power take-off (PTO) operation sequence of the drainage truck chassis is as follows: When power is needed to supply the load, the engine is started, and the PTO provides speed to the generator. The alternating current output by the generator is rectified by the rectifier module (high-frequency PWM generator rectifier circuit) to provide stable DC power to the DC bus, increasing the engine speed to prepare for load. When the engine speed reaches the set value, the inverter module (three-level inverter circuit) is started to begin inverter output, and then loading or unloading is performed. When the engine speed begins to fluctuate due to loading, the generator power generation control closed loop and the three-level inverter circuit control closed loop are activated. During periods of unstable engine speed, a stable frequency and amplitude of AC output are maintained. When unloading and shutting down, the inverter module (three-level inverter circuit) is turned off to stop AC output. Then, the engine speed is reduced until the generator stops generating electricity. The active discharge module is connected to discharge the charged capacitor. After the capacitor is discharged, the engine is turned off, and the entire vehicle is powered off.

[0120] Please see Figure 9 In some embodiments, the inverter output control process of the three-level inverter circuit 222 is as follows: the voltage output of the three-level inverter circuit 222 is acquired by the voltage sampling module to obtain the sampled AC voltage. The target output AC voltage and the sampled AC voltage are input into the PID controller. After PID adjustment, the output adjustment signal is limited to a specific range by the limiter to obtain the target AC current. Combined with the sampled AC current obtained by the current of the three-level inverter circuit 222 acquired by the current sampling module, the sampled AC current is input into the PID controller for PID adjustment. After being limited by the limiter, a three-level PWM modulation signal is obtained to control the on / off state of the switch in the three-level inverter circuit 222.

[0121] Please see Figure 19 and Figure 20 In some embodiments, the generator 21 is a permanent magnet synchronous motor, which has the advantages of small size and light weight. The length L of the generator 21 is 481±20mm, such as... Figure 20 As shown, the diameter Φ is 262±20mm, as... Figure 19 As shown, the generator 21 of the integrated speed increaser 214, weighing 71.5 + 5 kg, can be mounted on the bottom of the vehicle frame with a compact structure. The generator 21 uses a 220 flat wire platform, with a rated voltage of 540V, a voltage range of 470–610V, a rated power of 60kW, and a peak power of 120kW. In some designs, an asynchronous generator 21 can also be used, but its power density is lower, resulting in a larger volume and weight for the same power output.

[0122] Please see Figure 10In some embodiments, the heat dissipation system 4 is a liquid-cooled heat dissipation system. Compared with air cooling, liquid cooling has a better heat dissipation effect and can meet the needs of emergency flood control vehicles. The heat dissipation system 4 includes a first liquid cooling device 41 and a second liquid cooling device 42; the first liquid cooling device 41 dissipates heat from the engine 11; the second liquid cooling device 42 dissipates heat from the generator 21 and the control cabinet 22. The engine 11 generates a lot of heat, and the generator 21 and the control cabinet 22 also generate a lot of heat. Preferably, the first liquid cooling device 41 and the second liquid cooling device 42 do not interfere with each other to avoid cross-contamination or mutual influence of heat load. In some embodiments, the engine 11, generator 21 and control cabinet 22 can share a single liquid cooling device.

[0123] Please see Figure 10 In some embodiments, the first liquid cooling device 41 includes a first liquid cooling radiator 411, a first cooling pipe 412, a second cooling pipe 413, a first water pump 414, and a first water tank 415. The first liquid cooling radiator 411 is installed in the vehicle compartment. The liquid cooling outlet of the first liquid cooling radiator 411 is connected to the liquid cooling inlet of the engine 11's water tank through the first cooling pipe 412. The liquid cooling outlet of the engine 11's water tank is connected to the liquid cooling inlet of the first liquid cooling radiator 411 through the second cooling pipe 413. The first water pump 414 is connected in series with the second cooling pipe 413 to drive the coolant to circulate in the first liquid cooling device 41. The first water tank 415 is connected to the first cooling pipe 412 to replenish the first liquid cooling device 41 with new coolant.

[0124] Coolant flows out from the liquid-cooling outlet of the engine 11's water tank, carrying the heat generated during engine 11 operation, and enters the liquid-cooling inlet of the first liquid-cooled radiator 411 via the second cooling pipe 413. In the first liquid-cooled radiator 411, the high-temperature coolant achieves rapid cooling through heat exchange with air or other media. The cooled coolant flows out from the liquid-cooling outlet of the first liquid-cooled radiator 411 and flows back into the liquid-cooling inlet of the engine 11's water tank via the first cooling pipe 412 to cool the engine 11. The first replenishment tank 415 replenishes new coolant as needed.

[0125] Please see Figure 11In some embodiments, the second liquid cooling device 42 includes a second liquid cooling radiator 421, a third cooling pipe 422, a second water pump 423, a fourth cooling pipe 424, a fifth cooling pipe 425, and a second water tank 426. The second liquid cooling radiator 421 is installed in the vehicle compartment. The liquid cooling outlet of the second liquid cooling radiator 421 is connected to the liquid cooling inlet of the control cabinet 22 through the third cooling pipe 422. The second water pump 423 is connected in series with the third cooling pipe 422. The liquid cooling outlet of the control cabinet 22 is connected to the liquid cooling inlet of the generator 21 through the fourth cooling pipe 424. The liquid cooling outlet of the generator 21 is connected to the liquid cooling inlet of the second liquid cooling radiator 421 through the fifth cooling pipe 425. The second water tank 426 is connected to the third cooling pipe 422 and is used to replenish the second liquid cooling device 42 with new cooling water.

[0126] The generator 21 and control cabinet 22 are connected in series, with a simple cooling pipe layout. High-temperature coolant flows into the liquid-cooling inlet of the second liquid-cooled radiator 421 through the fifth cooling pipe 425, where it exchanges heat with air or other cooling media to achieve cooling. The cooled coolant flows out from the liquid-cooling outlet of the second liquid-cooled radiator 421 and into the generator 21 and control cabinet 22. The second water tank 426 replenishes coolant as needed.

[0127] In some embodiments, the generator 21 and control cabinet 22 in the second liquid cooling heat dissipation device 42 are not in the series configuration described above, but can be in parallel configuration, as shown in the structure below. Figure 12 As shown.

[0128] Please see Figure 1 In some embodiments, the transmission assembly includes a gearbox 12 and a power take-off (PTO) 13. The output of the engine 11 is connected to the power input of the generator 21 via the gearbox 12 and the PTO 13. The engine 11 serves as the vehicle's power source, with its output connected to the gearbox 12 and the PTO 13. The generator 21 draws power from the PTO 13, operates stably, and continuously generates electricity to provide power support for the drainage system 3. The drainage system 3 is typically powered by AC. The engine 11, gearbox 12, and PTO 13 are usually connected by a drive shaft and coupling to ensure reliable torque transmission.

[0129] Please see Figure 13 In some embodiments, the heat dissipation system 4 further includes a third liquid cooling device 43, which dissipates heat from the power take-off (PTO) 13. Addressing the often overlooked issue of heat generation in the PTO 13 in traditional flood drainage vehicles, the addition of the third liquid cooling device 43 effectively removes the heat generated during the operation of the PTO 13 (the PTO 13's gearbox), preventing damage caused by high temperatures.

[0130] The third liquid cooling heat dissipation device 43 includes a heat exchanger 432, a third liquid cooling radiator 431, a sixth heat dissipation pipe 433, an oil pump 434, a seventh heat dissipation pipe 435, an eighth heat dissipation pipe 436, a third water pump 437, a ninth heat dissipation pipe 438, and a third water replenishment tank 439.

[0131] The lubricating oil outlet of the heat exchanger 432 is connected to the lubricating oil inlet of the power take-off 13 through the sixth heat dissipation pipe 433. The oil pump 434 is installed on the sixth heat dissipation pipe 433. The lubricating oil outlet of the power take-off 13 is connected to the lubricating oil inlet of the heat exchanger 432 through the seventh heat dissipation pipe 435.

[0132] The third liquid-cooled radiator 431 is installed in the vehicle compartment. The liquid-cooled outlet of the third liquid-cooled radiator 431 is connected to the liquid-cooled inlet of the heat exchanger 432 through the eighth heat dissipation pipe 436. The third water pump 437 is installed on the eighth heat dissipation pipe 436. The liquid-cooled outlet of the heat exchanger 432 is connected to the liquid-cooled inlet of the third liquid-cooled radiator 431 through the ninth heat dissipation pipe 438. The third water tank 439 is connected to the eighth heat dissipation pipe 436 and is used to replenish new cooling water for the third liquid-cooled radiator 43.

[0133] High-temperature lubricating oil flows out from the lubricating oil outlet of the power take-off (PTO) 13, flows into the lubricating oil inlet of the heat exchanger 432 via the seventh cooling pipe 435, releases the heat it carries in the heat exchanger 432, and the cooled lubricating oil flows out from the lubricating oil outlet of the heat exchanger 432. Driven by the oil pump 434, it is transported back to the lubricating oil inlet of the PTO 13 via the sixth cooling pipe 433. Coolant flows out from the liquid cooling outlet of the third liquid-cooled radiator 431. Driven by the third water pump 437, the coolant flows into the liquid cooling inlet of the heat exchanger 432 via the eighth cooling pipe 436. In the heat exchanger 432, the coolant exchanges heat with the high-temperature lubricating oil, absorbs the heat from the lubricating oil, and its own temperature rises. The cooled coolant flows out from the liquid cooling outlet of the heat exchanger 432, and then returns to the liquid cooling inlet of the third liquid-cooled radiator 431 via the ninth cooling pipe 438, ready to enter the next cooling cycle. The third water tank 439 replenishes new coolant when needed. The heat generated by the power take-off unit 13 can be quickly carried away by the lubricating oil and transferred to the coolant through the heat exchanger 432, and finally discharged by the liquid-cooled radiator, which significantly improves the heat dissipation efficiency.

[0134] Please see Figure 14In some embodiments, the liquid cooling system 4 further includes a first cooling fan 44 and a second cooling fan 45; the first liquid cooling radiator 411, the second liquid cooling radiator 421, and the third liquid cooling radiator 431 are stacked vertically and mounted on the rear compartment 19 of the vehicle. The first cooling fan 44 is mounted on the first liquid cooling radiator 411, located to the side of the first liquid cooling radiator 411, to dissipate heat from the first liquid cooling radiator 411. The second cooling fan 45 is mounted on the second liquid cooling radiator 421 and the third liquid cooling radiator 431, located to the side of the second liquid cooling radiator 421 and the third liquid cooling radiator 431, to dissipate heat from the second liquid cooling radiator 421 and the third liquid cooling radiator 431. The vertical stacking design saves space in the vehicle compartment, freeing up space for other components, such as the portable drainage pump and water hose of the drainage system 3. Fan resources are rationally allocated according to the different heat outputs of each liquid cooling radiator.

[0135] It should be noted that the stacking order of the radiators can be flexibly adjusted, for example, the following two schemes: Scheme 1: The first liquid-cooled radiator 411 (for cooling the engine 11) is placed on top, the second liquid-cooled radiator 421 (for cooling the generator 21 and control cabinet 22) is in the middle, and the third liquid-cooled radiator 431 (for cooling the power take-off 13) is placed at the bottom; Scheme 2: The third liquid-cooled radiator 431 is placed on top, the second liquid-cooled radiator 421 is in the middle, and the first liquid-cooled radiator 411 is at the bottom, as follows. Figure 14 As shown.

[0136] Preferably, both the first and second fans are electric fans, powered by the control cabinet 22.

[0137] In some embodiments, the vehicle compartment has a driver's cab at the front and a rear compartment 19 at the rear, with the cooling system 4 and control cabinet 22 mounted on the rear compartment 19. See also... Figure 15 The first liquid-cooled radiator 411, the second liquid-cooled radiator 421, and the third liquid-cooled radiator 431 are located on one side of the rear compartment 19 along its width, while the control cabinet 22 is located on the other side of the rear compartment 19 along its width. Specifically, the first liquid-cooled radiator 411, the second liquid-cooled radiator 421, and the third liquid-cooled radiator 431 can be located on the left side of the rear compartment 19, the control cabinet 22 can be located on the right side of the rear compartment 19, and the generator 21 can be located on the chassis, which facilitates ventilation and heat dissipation and reduces the impact of hot airflow on other components.

[0138] Preferably, the first water tank 415 is a separate unit, while the second water tank 426 and the third water tank 439 are combined into one unit.

[0139] In some embodiments, the drainage system 3 includes a hand pump, which is AC-driven and connected to the output of the frequency converter 224 of the control cabinet 22. The control cabinet 22 provides stable power (AC-DC-AC) support for the hand pump. The hand pump is a portable drainage device with features such as lightweight structure, easy carrying, and quick installation. It can be taken out of the rear compartment 19 for use.

[0140] Please see Figure 17 In some embodiments, the generator 21 includes a housing 211, a rotor 212, a stator winding 213, and a speed increaser 214 integrated within the housing 211. The rotor 212 and the stator winding 213 are disposed within the housing 211. The stator winding 213 has a power output terminal of the generator 21. The rotor 212 is provided with a second shaft 218, which is connected to the output terminal of the speed increaser 214. The speed increaser 214 has a power input terminal of the generator 21. The speed increaser 214 is used to increase the speed of the input speed from the power system so that the second shaft 218 reaches the operating speed range required by the generator 21.

[0141] After the engine 11 starts, the power is transmitted to the input end of the speed increaser 214 through the transmission assembly. The speed increaser 214 increases the power and then transmits it to the second shaft 218 of the generator 21. The generator 21 operates under the drive of the second shaft 218, generating alternating current or direct current. The generated electrical energy is transmitted to the control cabinet 22 through cables. Compared with setting the speed increaser 214 outside the generator 21, integrating the speed increaser 214 inside the generator 21 can effectively reduce the overall size of the generator 21, thus allowing the generator 21 to be located at the bottom of the frame, achieving a more compact structure, optimizing the chassis 1 layout space, and not occupying the cargo box area of ​​the drainage truck.

[0142] In some embodiments, the required operating speed range of the generator 21 is n ± 200 rpm (speed per minute), where n is the rated speed of the generator 21. For example, if the rated speed of the generator 21 is 6000 rpm, then its actual operating speed range is 5800 rpm to 6200 rpm. The generator 21 operating within this range can achieve higher energy conversion efficiency and reduce unnecessary energy loss.

[0143] Please see Figure 17In some embodiments, the speed increaser 214 includes a first shaft 215, a first helical gear 216, and a second helical gear 217. The first shaft 215 serves as the input end of the speed increaser 214 and is connected to the output flange 219 of the transmission assembly. The first helical gear 216 is mounted on the first shaft 215, and the second helical gear 217 is mounted on the second shaft 218. The second helical gear 217 is a small helical gear, and the first helical gear 216 is a large helical gear. The speed increase is achieved through the difference in gear size. If the output speed of the transmission assembly is 2000 rpm, while the generator 21 requires a speed of 6000 rpm, then through the cooperation of the first helical gear 216 and the second helical gear 217, an increase of approximately 3 times can be achieved, enabling the second shaft 218 to reach the operating speed required by the generator 21.

[0144] Please see Figure 1 and Figure 16 In some embodiments, the power take-off 13 is a horizontal power take-off 13, with multiple power take-off ports arranged horizontally along the width direction of the vehicle. The generator 21 can take power through one power take-off port, and the rear wheel can also take power through another power take-off port.

[0145] Please see Figure 16 In some embodiments, the frame has a first crossbeam 14, a cantilever beam 15, and a second crossbeam 16 spaced apart along the front-rear direction of the chassis 1. The power take-off (PTO) 13 is mounted on the first crossbeam 14 via a first bracket 17. The housing 211 of the generator 21 is mounted on the cantilever beam 15 via a second bracket 18 and on the second crossbeam 16 via a third bracket. The first crossbeam 14 and the second crossbeam 16 span both sides of the frame, serving to improve overall rigidity and as mounting points for the equipment. The cantilever beam 15 is a short, localized beam approximately one-third the width of the vehicle, used to fix the front end of the housing 211 of the generator 21, providing stable support. Weight and operating loads are evenly distributed across the frame, avoiding excessive stress at a single support point and improving structural durability.

[0146] Please see Figure 1 and Figure 2 Pickup trucks are the preferred choice for emergency flood control and drainage vehicles.

[0147] Finally, it should be noted that although the above embodiments have been described in the text and drawings of this application, this should not limit the scope of patent protection of this application. Any technical solutions that are based on the essential concept of this application and utilize the content described in the text and drawings of this application, resulting in equivalent structural or procedural substitutions or modifications, as well as the direct or indirect application of the technical solutions of the above embodiments to other related technical fields, are all included within the scope of patent protection of this application.

Claims

1. A flood control and drainage vehicle, characterized in that, include: Chassis, power generation system, drainage system, and heat dissipation system; The chassis includes a frame and a power system. The frame supports a cabin. The power system includes an engine and a transmission assembly mounted on the frame. The output of the engine is connected to the input of the transmission assembly. The power generation system includes a generator and a control cabinet, which are respectively installed on the vehicle compartment. The power input terminal of the generator is connected to the output terminal of the transmission assembly. The control cabinet includes a rectifier circuit, a three-level inverter circuit, an output circuit breaker, and a frequency converter. The input terminal of the rectifier circuit is connected to the power output terminal of the generator, and the output terminal of the rectifier circuit is connected to the input terminal of the three-level inverter circuit. The input terminal of the frequency converter is connected to the output terminal of the three-level inverter circuit through the output circuit breaker, and the output terminal of the frequency converter is connected to the drainage system. The cooling system is used to dissipate heat from the engine and / or the generator and / or the control cabinet; The rectifier circuit is a high-frequency PWM generator rectifier circuit, which includes: Switching transistors Q6 and Q16 are connected in series between the positive DC bus and the negative DC bus, and the connection point of switching transistors Q6 and Q16 is connected to the first output terminal of the generator. Switching transistors Q7 and Q17 are connected in series between the positive DC bus and the negative DC bus, and the connection point of switching transistors Q7 and Q17 is connected to the second output terminal of the generator. Switching transistors Q8 and Q18 are connected in series between the positive DC bus and the negative DC bus. The connection point of switching transistors Q8 and Q18 is connected to the third output terminal of the generator. The first output terminal, the second output terminal, and the third output terminal of the generator form the power output terminal. Switching transistors Q6, Q7, Q8, Q16, Q17, and Q18 are gate turn-off thyristors, electric field-effect transistors, or insulated-gate bipolar transistors. It also includes an N-line midpoint balancing circuit, which comprises: Switching transistors Q5 and Q15 are connected in series between the positive DC bus and the negative DC bus of the rectifier circuit. Both switching transistors Q5 and Q15 are gate turn-off thyristors, electric field-effect transistors, or insulated gate bipolar transistors. Resistors R1 and R2 are connected in parallel. One end of resistors R1 and R2 is connected to the midpoint between switching transistors Q5 and Q15. The other end of resistors R1 and R2 is connected between the two capacitors at the input of the three-level inverter circuit and the N line.

2. The flood control and drainage vehicle according to claim 1, characterized in that: The three-level inverter circuit includes: Capacitors C1 and C3 are connected in series between the positive DC bus and the negative DC bus of the rectifier circuit. Switch Q1 and switch Q9 are provided. The drain of switch Q1 is connected to the U-phase output terminal, the source of switch Q1 is connected to the source of switch Q9, and the drain of switch Q9 is connected between capacitor C1 and capacitor C3. Switching transistors Q10 and Q11 are provided. The drain of switching transistor Q11 is connected to the V-phase output terminal, the source of switching transistor Q10 is connected to the source of switching transistor Q11, and the drain of switching transistor Q11 is connected between capacitor C1 and capacitor C3. Switching transistors Q19 and Q20 are provided. The drain of switching transistor Q19 is connected to the output terminal of phase W, the source of switching transistor Q19 is connected to the source of switching transistor Q20, and the drain of switching transistor Q20 is connected between capacitor C1 and capacitor C3. Switch Q2 and switch Q12 are connected in series between the positive DC bus and the negative DC bus of the rectifier circuit, and the connection point of switch Q2 and switch Q12 is connected to the W phase output terminal. Switch Q3 and switch Q13 are connected in series between the positive DC bus and the negative DC bus of the rectifier circuit, and the connection point of switch Q3 and switch Q13 is connected to the V-phase output terminal. Switching transistors Q4 and Q14 are connected in series between the positive DC bus and the negative DC bus of the rectifier circuit, and the connection point of switching transistors Q4 and Q14 is connected to the U-phase output terminal.

3. The flood control and drainage vehicle according to claim 2, characterized in that: The three-level inverter circuit also includes: Inductor L1 and capacitor C4, one end of inductor L1 is connected to the U-phase output terminal, and the other end of inductor L1 is connected to the N line through capacitor C4 and to the frequency converter through the output circuit breaker. Inductor L2 and capacitor C5, one end of inductor L2 is connected to the V phase output terminal, and the other end of inductor L2 is connected to the N line through capacitor C5 and to the frequency converter through the output circuit breaker; Inductor L3 and capacitor C6, one end of inductor L3 is connected to the W phase output terminal, and the other end of inductor L3 is connected to the N line through capacitor C6 and to the frequency converter through the output circuit breaker.

4. The flood control and drainage vehicle according to claim 1, characterized in that: The heat dissipation system includes a first liquid-cooled radiator, a first heat dissipation pipe, a second heat dissipation pipe, a first water pump, and a first water supply tank; The first liquid-cooled radiator is installed on the vehicle compartment. The liquid-cooled outlet of the first liquid-cooled radiator is connected to the liquid-cooled inlet of the engine's water tank through the first cooling pipe. The liquid-cooled outlet of the engine's water tank is connected to the liquid-cooled inlet of the first liquid-cooled radiator through the second cooling pipe. The first water pump is connected in series on the second cooling pipe. The first water tank is connected to the first cooling pipe.

5. The flood control and drainage vehicle according to claim 1, characterized in that: The heat dissipation system includes a second liquid-cooled radiator, a third heat dissipation pipe, a second water pump, a fourth heat dissipation pipe, a fifth heat dissipation pipe, and a second water supply tank. The second liquid-cooled radiator is installed on the vehicle compartment. The liquid-cooled outlet of the second liquid-cooled radiator is connected to the liquid-cooled inlet of the control cabinet through the third heat dissipation pipe. The second water pump is connected in series on the third heat dissipation pipe. The liquid-cooled outlet of the control cabinet is connected to the liquid-cooled inlet of the generator through the fourth heat dissipation pipe. The liquid-cooled outlet of the generator is connected to the liquid-cooled inlet of the second liquid-cooled radiator through the fifth heat dissipation pipe. The second water replenishment tank is connected to the third heat dissipation pipe.

6. The flood control and drainage vehicle according to claim 1, characterized in that: The transmission assembly includes a gearbox and a power take-off (PTO), and the output end of the engine is connected to the power input end of the generator in sequence through the gearbox and the PTO. The heat dissipation system includes a heat exchanger, a third liquid-cooled radiator, a sixth heat dissipation pipe, an oil pump, a seventh heat dissipation pipe, an eighth heat dissipation pipe, a third water pump, a ninth heat dissipation pipe, and a third water supply tank. The lubricating oil outlet of the heat exchanger is connected to the lubricating oil inlet of the power take-off through the sixth heat dissipation pipe. The oil pump is located on the sixth heat dissipation pipe. The lubricating oil outlet of the power take-off is connected to the lubricating oil inlet of the heat exchanger through the seventh heat dissipation pipe. The third liquid-cooled radiator is installed on the vehicle compartment. The liquid-cooled outlet of the third liquid-cooled radiator is connected to the liquid-cooled inlet of the heat exchanger through the eighth heat dissipation pipe. The third water pump is installed on the eighth heat dissipation pipe. The liquid-cooled outlet of the heat exchanger is connected to the liquid-cooled inlet of the third liquid-cooled radiator through the ninth heat dissipation pipe. The third water replenishment tank is connected to the eighth heat dissipation pipe.

7. The flood control and drainage vehicle according to claim 1, characterized in that: The generator includes a housing, a rotor, a stator winding, and a speed increaser integrated within the housing. The rotor and the stator winding are located within the housing. The stator winding has a power output terminal for the generator. The rotor has a second rotating shaft, which is connected to the output terminal of the speed increaser. The speed increaser has a power input terminal for the generator. The speed increaser is used to adjust the speed of the input speed from the power system so that the second rotating shaft reaches the required operating speed range of the generator.

8. The flood control and drainage vehicle according to any one of claims 1 to 7, characterized in that: The emergency rescue and drainage vehicle is a pickup truck.

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