Square three-cavity light-weight long-endurance fuel tank for mining dump truck and welding process

Abstract

The invention discloses a square three-cavity light-weight long-endurance fuel tank for a mining dump truck and a welding process. Comprising a box body, an oil filling port, a side protection assembly, an oil level gauge installation and protection assembly, a respirator, an oil level window, a rapid filling and protection assembly, a damping assembly, a long accessory support, a short accessory support, an oil return port, a cleaning port, an oil suction port, an oil discharge port and a magnetic screw plug. On the premise that the integrity and reliability of the box body structure are guaranteed, the lightweight design target is achieved. The offset long round notches of the lower plate of the edge wave-proof assembly and the single-face welding process of the core wave-proof assembly are in synergistic effect, and fuel oil shaking impact is effectively restrained. The supporting assembly penetrates through the flexible support of the welding assembly and the damping assembly to form a three-point stress system, so that generation of excess stress is avoided; the booster design of the respirator flange maximizes the fuel oil storage volume while meeting the functional requirements. The welding process solves the problems of stress concentration, insufficient strength and reliability in the welding process of the fuel tank of the mining dump truck.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of mining vehicles, in particular to a square three-cavity lightweight long-endurance fuel tank for a mining dump truck and a welding process. BACKGROUND

[0002] The mining dump truck is the core transport equipment for open-pit mining, large-scale water conservancy projects and building material mining. The fuel tank volume generally exceeds 1,000 liters, and some have reached the level of 5,000 liters, with the overall size far exceeding 1 meter. The current fuel tank structure is mainly divided into two types: square and cylindrical or elliptical cylindrical. Each has significant limitations. Although the square fuel tank has the advantages of simple manufacturing, high utilization rate of chassis space, low supporting cost and low center of gravity, it has the defects of relatively large weight and weak impact resistance. The cylindrical or elliptical cylindrical fuel tank has strong impact resistance and light weight, but it faces the problems of low utilization rate of chassis space, narrow supporting channel, high cost and difficult reduction of center of gravity. In terms of material selection, ordinary steel plates have low cost but large weight, high-strength steel plates can reduce weight but the procurement channel is limited, and composite materials have outstanding lightweight effect but high cost and poor adaptability.

[0003] The current fuel tank technology faces four key challenges: endurance, lightweight level, operation reliability and refueling and maintenance convenience. In terms of endurance, the industry generally limits the refueling shift to 18 hours, which cannot meet the demand of reducing refueling frequency in the mining area to reduce operating costs. In terms of lightweight, the self-weight of the fuel tank has a significant impact on vehicle energy consumption, and the demand for weight reduction is increasingly urgent. Reliability, as a basic attribute, needs to effectively suppress the vibration and impact of the tank caused by fuel flow to avoid structural damage. The refueling and maintenance link has operation risks, such as the risk of hand clamping caused by fast refueling protection components, and the lack of maintenance convenience restricts efficiency improvement and cost control. The existing technical solutions cannot simultaneously solve the above problems, especially in the square structure, there are obvious deficiencies in balancing lightweight and long endurance, ensuring vibration suppression effect, eliminating operation safety hazards, etc. SUMMARY

[0004] Therefore, the present application provides a square three-cavity lightweight long-endurance fuel tank for a mining dump truck, which has the advantages of lightweight, high impact resistance, reduced vibration and improved operation safety.

[0005] To achieve the above purpose, the present application provides the following technical solutions: A lightweight, long-range, three-chamber square fuel tank for mining dump trucks includes: a tank body, a refueling port, side protection components, a fuel level gauge mounting and protection component, a breather, a fuel level window, a quick-fill and protection component, a shock absorption component, a long accessory bracket, a short accessory bracket, a return port, a cleaning port, a suction port, a drain port, and a magnetic plug; the tank body includes a double L-plate assembly, a support assembly, a protective plate, a rear upright plate assembly, a front upright plate assembly, a breather flange, a wave-damping component, lifting lugs, and a triangular rib; the double L-plate assembly includes an inner L-plate and an outer L-plate, both of which have multiple mounting holes for matching corresponding components; the support assembly includes a support base and a support tube; the rear upright plate assembly includes a rear upright plate, a rear longitudinal rib, and a rear transverse rib; the front upright plate assembly includes a front upright plate, a front longitudinal rib, and a front transverse rib; the wave-damping component includes a side wave-damping component and a core wave-damping component; the side wave-damping component includes an upper plate and a pad plate. 1. Outer panel, inner panel, lower panel; Core anti-wave assembly includes core plate and L-rib; Oil level gauge installation and protection assembly includes protective cover, guide tube, L-bend plate, channel seat, limit block, mounting flange, and fasteners; Quick filling and protection assembly includes round cover, flange, rubber sleeve, lock, quick filling valve, pin, and cover; Vibration damping assembly includes rubber shock absorber, fastening assembly one, pad two, channel bent plate, threaded seat, and plug plate; Accessory long bracket includes long bent plate, triangular rib two, mounting plate one, fastening assembly two, and mounting seat; Accessory short bracket includes mounting plate two, short bent plate, and triangular rib three; The housing is welded into a square three-cavity housing in a predetermined sequence; The inner L-plate and outer L-plate are bent and then welded at the upper rear and lower front to form a double L-plate assembly; The middle of the double L-plate assembly is reinforced by two sets of parallel anti-wave assemblies; The edge anti-wave assembly is welded to the double L-plate assembly, and the connection is double-sided welded.

[0006] Preferably, the upper plate, the outer plate, the inner plate, and the lower plate are connected in pairs by butt welding, and then a backing plate is used to support the parallel welding on the back side; the bottom of the lower plate is provided with four sets of offset elongated oval notches; the core plate is provided with four evenly distributed holes; the L-ribs are welded on the core plate; the inner plate and the lower plate are chamfered at the bends of the double L-plate assembly; the rear side of the double L-plate assembly is sealed by the rear upright plate assembly.

[0007] Preferably, the rear upright plate assembly is welded to the rear upright plate by the rear longitudinal rib and the rear transverse rib to ensure strength; the connection points of the rear upright plate, the rear longitudinal rib, and the rear transverse rib of the rear upright plate assembly with the double L-plate assembly are all achieved by peripheral single-sided full welding; the edges of the rear longitudinal rib and the rear transverse rib are provided with bottom elongated oval notches at the connection points with the double L-plate assembly; the upper rear part and the lower front part of the rear upright plate are provided with elongated strip-shaped protrusions, and the free ends of the elongated strip-shaped protrusions are corner-welded; inside the housing, a corresponding number of triangular ribs are provided around the perimeter where the double L-plate assembly and the rear upright plate assembly are connected; the hypotenuse of the triangular ribs is positioned as follows: The triangular rib has a concave arc shape, and the intersection of its two straight sides is chamfered to ensure that the welds between the triangular rib and the double L-plate assembly and the rear upright plate assembly do not intersect. The ends of the front longitudinal rib and the front transverse rib of the front upright plate assembly are bent, and there is a gap between the bent ends and the double L-plate assembly. The front upright plate assembly is welded to the front upright plate by the front longitudinal rib and the front transverse rib to ensure strength. The upper rear part and the lower front part of the front upright plate are provided with long strip-shaped protrusions, and the free ends of the long strip-shaped protrusions are welded with corner wrapping. When the front upright plate is bent, the corresponding connection of its front transverse rib is bent simultaneously to ensure that the fuel tank is kept at a safe distance from the moving parts of the vehicle.

[0008] Preferably, the number of support seats in the support assembly is two, and the support seats are solid stepped shafts located at both ends of the support tube, which is a hollow tube. The connection points between both ends of the support assembly and the rear upright plate assembly and the front upright plate assembly are covered with protective plates. The protective plates at both ends are symmetrically provided with concave rounded corners about the axis of symmetry of the support assembly.

[0009] Preferably, the two legs of the grooved seat of the oil level gauge mounting and protection assembly span the limiting block. The heels of the two legs of the grooved seat and the bottom of the limiting block are welded to the bottom of the inner wall of the inner L plate, and the bottom of the mounting flange is welded to the top of the outer wall of the outer L plate. Holes are provided in the mounting flange, the back of the grooved seat, and the limiting block. The openings of the two legs of the grooved seat face the cleaning port.

[0010] Preferably, the guide tube is a hollow tube with a radial through groove at its top; the bottom of the guide tube passes through the hole at the top of the slotted seat and is welded thereon; the top of the guide tube is welded against the bottom of the mounting flange; the holes of the guide tube, the limiting block, and the mounting flange are coaxial with the guide tube; the bottom of the guide tube is spaced apart from the top of the limiting block; one side of the L-shaped plate is welded to the inner wall of the inner L-plate, and the other side is welded to the outer wall of the guide tube to support the guide tube; the protective cover is installed on the top of the mounting flange using fasteners.

[0011] Preferably, the flanges of the quick-fill valve and the protective assembly are welded to the outside of the outer L-plate through the holes in the outer L-plate, and the quick-fill valve is installed on the flange; the bottom of the dome is welded to the outside of the outer L-plate around the holes in the outer L-plate; the dome is provided with three perforated lugs, one of which faces the rear of the housing, and the other two lugs face the front of the housing; the cover is provided with three perforated L-plates, the positions of which correspond to the three perforated lugs facing the dome; the two perforated L-plates of the cover facing the front of the housing are installed on the two perforated lugs of the dome facing the front of the housing by pins, thereby the cover can be opened and closed in the front and back directions relative to the dome by pins, realizing the anti-pinch function; the perforated L-plate of the cover facing the rear of the housing and the holes on the perforated lugs of the dome are locked by a lock; a rubber sleeve is installed on the top of the dome to eliminate the vibration of the cover and the noise generated by its contact with the dome, and to achieve a seal between the two.

[0012] Preferably, the shock-absorbing component and the two ends of the support component form a three-point support for the fuel tank, wherein the two ends of the support component are rigid supports, the shock-absorbing component is a flexible support, the rubber shock absorber reduces the vibration of the fuel tank, and the support component has no axial displacement; the two heels of the grooved bent plate of the shock-absorbing component are welded to the inner L-plate to reduce the welding contact area; the grooved bent plate and the pad are provided with corresponding holes, and when the holes correspond, the back of the grooved bent plate is welded to the periphery of the pad, and a threaded seat is welded through the holes of both, at which time the bottom of the threaded seat is connected to the pad. The two legs of the grooved bent plate are spaced apart to ensure that the bottom of the threaded seat does not touch the inner L-plate, so that the force and vibration of the shock-absorbing component are transmitted to the housing only through the two legs of the grooved bent plate. The two ends of the grooved bent plate are welded to the front upright plate assembly and the rear upright plate assembly respectively using plugs. The threaded seat is provided with a threaded hole and a precision-machined mounting surface, and the rubber shock absorber is installed in the threaded hole and the precision-machined mounting surface by a fastening component. The bottom of the threaded seat is spaced apart from the two legs of the grooved bent plate to avoid the risk of damage caused by the fastening component touching the inner L-plate.

[0013] Preferably, the breather flange is provided with a boss to elevate the breather; the drain port and the magnetic plug are located at the bottom of the fuel tank, one at each of the four corners; the mounting base of the accessory long bracket is welded to the outer wall of the inner L-plate, and the mounting base has holes; the long bent plate, the second triangular rib, and the first mounting plate are welded together, and the holes in the first mounting plate correspond to the holes in the mounting base; the fastening component two is used to install the mounting base onto the fuel tank, corresponding to the first mounting plate and the mounting base; the mounting plate two, the short bent plate, and the third triangular rib of the accessory short bracket are welded together and then welded to the outer wall of the inner L-plate; the fuel tank is provided with a side protection component to prevent dirt from sticking to the tank body; the fuel tank is provided with two lifting lugs, which are respectively welded to the upper part of the rear upright plate assembly and the front upright plate assembly.

[0014] Preferably, the enclosure is made of high-strength steel, and its plate thickness can vary depending on the location, being a combination of 8mm, 6mm, and 4mm thicknesses, with 8mm accounting for 25%, 6mm for 50%, and 4mm for 50%. The outer L-plate is thinner than the inner L-plate. The upper plate, pad plate one, outer plate, inner plate, and lower plate of the side wave-damping assembly are thinner than the outer L-plate. The core wave-damping assembly is thinner than the upper plate, pad plate one, outer plate, inner plate, and lower plate of the side wave-damping assembly, achieving a combination of strength and toughness. The support tube is a hollow tube, and the combination of the protective plate and the front and rear uprights achieves lightweighting.

[0015] This invention also proposes a welding process for a fuel tank in a mining dump truck, comprising the following: S1, forming of the double L-plate assembly 1-1: the inner L-plate 1-1-1 and the outer L-plate 1-1-2 are bent and butted together, with the butt joint located at the upper rear and lower front, and the butt joint is welded to form the double L-plate assembly 1-1; S2, installation of the side wave shield assembly 1-7-1: double-sided full fusion welding is adopted, and the lower plate 1-7-1-5 of the side wave shield assembly 1-7-1 is simultaneously welded with an offset elongated notch; S3, encapsulation of the rear upright plate assembly 1-4: peripheral single-sided encapsulation is adopted. Full welding and fillet welding; S4, triangular ribs 1-9 adopt stress relief welding; S5, core wave shielding assembly 1-7-2 adopts single-sided welding; S6, front upright plate assembly 1-5 encapsulation: fillet welding is performed between front upright plate assembly 1-5 and double L plate assembly 1-1; S7, support assembly 1-2 adopts through welding; S8, functional interface welding: the breather flange 1-6 is raised by 6mm and then welded; the square three-chamber lightweight long-range fuel tank for mining dump trucks in any of the above embodiments is welded in the order of S1 to S8.

[0016] The beneficial effects of this invention are as follows: Compared with the prior art, this application achieves the goal of lightweight design while ensuring the integrity and reliability of the tank structure. Specifically, the offset elongated notch of the lower plate of the side wave-damping component and the single-sided welding process of the core wave-damping component work synergistically to effectively suppress fuel sloshing impact; the through-welding of the support component and the flexible support of the shock-absorbing component form a three-point force system, avoiding the generation of excess stress; the precise elevation design of the breather flange maximizes the fuel storage volume while meeting functional requirements. This welding process, through strict sequence control and process parameter optimization, systematically solves the problems of stress concentration, insufficient strength, and reliability in the welding process of mining dump truck fuel tanks, providing a reliable technical guarantee for the stable manufacturing of ultra-long-range fuel tanks.

[0017] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] Figure 1 This is a structural schematic diagram of the fuel tank of the present invention (first view); Figure 2 This is a structural schematic diagram of the fuel tank of the present invention (second view); Figure 3 This is a schematic diagram of the fuel tank structure of the present invention; Figure 4 This is an assembly diagram of the wave-damping component of the present invention; Figure 5 This is a schematic diagram of the structure of the lifting lug and the triangular rib of the present invention; Figure 6 This is a schematic diagram of the structure of the double L-plate assembly of the present invention; Figure 7 This is a schematic diagram of the structure of the support component of the present invention; Figure 8 This is a structural schematic diagram of the rear upright plate assembly of the present invention; Figure 9 This is a structural schematic diagram of the front upright plate assembly of the present invention; Figure 10 This is a schematic diagram of the wave-damping component of the present invention; Figure 11 This is a schematic diagram of the structure of the oil level gauge installation and protection assembly of the present invention; Figure 12 This is a schematic diagram of the structure of the rapid filling and protection component of the present invention; Figure 13 This is a schematic diagram of the structure of the shock absorption component of the present invention; Figure 14 This is a schematic diagram of the structure of the accessory long support of the present invention; Figure 15This is a schematic diagram of the structure of the accessory short bracket of the present invention.

[0019] Figure label: 1. Housing; 1-1. Double L-plate assembly; 1-2. Support assembly; 1-3. Protective plate; 1-4. Rear upright plate assembly; 1-5. Front upright plate assembly; 1-6. Breather flange; 1-7. Wave-damping assembly; 1-8. Lifting lug; 1-9. Triangular rib; 1-1-1. Inner L-plate; 1-1-2. Outer L-plate; 1-2-1. Support base; 1-2-2. Support pipe; 1-4-1. Rear upright plate; 1-4-2. Rear Longitudinal rib; 1-4-3, Rear transverse rib; 1-5-1, Front upright plate; 1-5-2, Front longitudinal rib; 1-5-3, Front transverse rib; 1-7-1, Side wave protection assembly; 1-7-2, Core wave protection assembly; 1-7-1-1, Upper plate; 1-7-1-2, Pad plate one; 1-7-1-3, Outer plate; 1-7-1-4, Inner plate; 1-7-1-5, Lower plate; 1-7-2-1, Core plate; 1-7-2-2, L-rib; 2. Fuel filler cap; 3. Side protection components; 4. Oil level gauge installation and protection components; 4-1. Protective cover; 4-2. Guide tube; 4-3. L-bend; 4-4. Channel seat; 4-5. Limit block; 4-6. Mounting flange; 4-7. Fasteners; 5. Breathing apparatus; 6. Oil level sight glass; 7. Quick-fill and protective components; 7-1. Circular cover; 7-2. Flange; 7-3. Rubber sleeve; 7-4. Lock; 7-5. Quick-fill valve; 7-6. Pin; 7-7. Cap; 8. Vibration damping components; 8-1. Rubber shock absorber; 8-2. Fastening component one; 8-3. Pad two; 8-4. Groove bend plate; 8-5. Threaded seat; 8-6. Blocking plate; 9. Long accessory bracket; 9-1. Long bent plate; 9-2. Triangular rib II; 9-3. Mounting plate I; 9-4. Fastening assembly II; 9-5. Mounting base; 10. Short accessory bracket; 10-1. Mounting plate two; 10-2. Short bending plate; 10-3. Triangular rib three; 11. Oil return port; 12. Cleaning port; 13. Oil suction port; 14. Oil drain port and magnetic plug. Detailed Implementation

[0020] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0021] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0022] The following is for reference. Figure 1 and Figure 15 A vehicle suspension system according to an embodiment of the present invention is described.

[0023] This application discloses a square three-chamber lightweight long-range fuel tank for mining dump trucks, comprising: a tank body 1, a filling port 2, a side protection assembly 3, a fuel level gauge installation and protection assembly 4, a breather 5, a fuel level window 6, a quick filling and protection assembly 7, a shock absorption assembly 8, a long accessory bracket 9, a short accessory bracket 10, a return port 11, a cleaning port 12, a suction port 13, a drain port, and a magnetic plug 14; the tank body 1 includes a double L-plate assembly 1-1, a support assembly 1-2, a protective plate 1-3, a rear upright plate 1-4-1 assembly 1-4, a front upright plate 1-5-1 assembly 1-5, a breather 5 flange 7-21-6, a wave-damping assembly 1-7, a lifting lug 1-8, and a triangular rib 1-9. The double L-plate assembly 1-1 includes an inner L-plate 1-1-1 and an outer L-plate 1-1-2. Both the inner L-plate 1-1-1 and the outer L-plate 1-1-2 are provided with multiple mounting holes for matching corresponding components. The support assembly 1-2 includes a support base 1-2-1 and a support tube 1-2-2. The rear upright plate 1-4-1 assembly 1-4 includes a rear upright plate 1-4-1, a rear longitudinal rib 1-4-2, and a rear transverse rib 1-4-3. The front upright plate 1-5-1 assembly 1-5 includes a front upright plate 1-5-1, a front longitudinal rib 1-5-2, and a front transverse rib 1-5-3. The wave-damping assembly 1-7 includes a side wave-damping assembly 1-7-1 and a core wave-damping assembly 1-7-2. The side wave-damping assembly 1-7-1 includes an upper plate 1-7-1. -1. Pad 1-7-1-2, Outer Plate 1-7-1-3, Inner Plate 1-7-1-4, Lower Plate 1-7-1-5; Core Anti-Wave Assembly 1-7-2 includes Core Plate 1-7-2-1 and L-rib 1-7-2-2; Oil Level Gauge Installation and Protection Assembly 4 includes Protective Cover 4-1, Guide Tube 4-2, L-Bend Plate 4-3, Channel Seat 4-4, Limiting Block 4-5, Mounting Flange 7-24-6, Fastener 4-7; Quick Filling and Protection Assembly 7 includes Round Cover 7-1, Flange 7-2, Rubber Sleeve 7-3, Lock 7-4, Quick Filling Valve 7-5, Pin 7-6, Cover 7-7; Vibration Damping Assembly 8 includes Rubber Vibration Damper 8-1, Fastening Assembly 1 8-2, Pad 2 8-3. The accessory includes a channel-shaped bent plate 8-4, a threaded seat 8-5, and a blocking plate 8-6; the accessory long bracket includes a long bent plate 9-1, a triangular rib 2 9-2, a mounting plate 1 9-3, a fastening component 2 9-4, and a mounting seat 9-5; the accessory short bracket includes a mounting plate 2 10-1, a short bent plate 10-2, and a triangular rib 3 10-3; the box body 1 is welded into a square three-cavity box body 1 in a predetermined order; the inner L plate 1-1-1 and the outer L plate 1-1-2 are both bent and welded to the upper rear and lower front to form a double L plate assembly 1-1; the middle of the double L plate assembly 1-1 is reinforced by two sets of parallel wave-damping components 1-7; the side wave-damping components 1-7-1 are welded to the double L plate assembly 1-1, and the connection is double-sided welded.

[0024] The double L-plate assembly 1-1 is a composite structure formed by bending an inner L-plate 1-1-1 and an outer L-plate 1-1-2. Specifically, it is made of high-strength steel, bent and then welded at the upper rear and lower front. This structure serves as the main frame of the housing 1, enhancing overall torsional rigidity. The side wave-damping assembly 1-7-1 comprises a stacked structure of an upper plate 1-7-1-1, a pad plate 1-7-1-2, an outer plate 1-7-1-3, an inner plate 1-7-1-4, and a lower plate 1-7-1-5. Double-sided welding enhances the connection strength, and the offset elongated notch on the lower plate 1-7-1-5 guides the orderly flow of fuel. The core wave-damping assembly 1-7-2 consists of a perforated core plate 1-7-2-1 and L-ribs 1-7-2-2. The perforation layout has been optimized through fluid dynamics simulation to reduce fuel impact energy. The hollow tube and solid stepped shaft combination design of support component 1-2 ensures axial positioning while controlling weight. The radial through groove of the oil level gauge guide tube 4-2 and the spacing of the limiting block 4-5 ensure the free movement of the measuring float. The hinged structure of the pin 7-6 of the quick-fill component allows the cover 7-7 to open and close in the front-to-back direction, avoiding the risk of lateral hand pinching.

[0025] Specifically, during the welding of the housing 1, the double L-plate assembly 1-1 skeleton is first formed, and chamfers are set at the bends to match the installation of the anti-surge assembly 1-7. The side anti-surge assembly 1-7-1 enhances its impact resistance through layered welding, and the evenly distributed holes of the core anti-surge assembly 1-7-2 form a fuel buffer chamber. The support tube 1-2-2 passes through the front and rear upright plates 1-4-1 to form a rigid support shaft, and the symmetrical rounded corner design of the end guard plates 1-3 disperses stress. The grooved seat 4-4 of the oil level gauge mounting assembly crosses the limiting block 4-5 to form a stable base, and the bottom of the guide tube 4-2 is welded and fixed, and the top is connected to the mounting flange 7-24-6. The flange 7-2 of the quick filling valve 7-5 is welded to the outside of the outer L-plate 1-1-2, and the ear plate of the round cover 7-1 cooperates with the pin 7-6 of the body L-plate of the cover 7-7 to achieve directional opening and closing. The grooved bent plate 8-4 and the threaded seat 8-5 of the shock absorption assembly 8 are designed separately, so that vibration is transmitted only through the bent plate support. The accessory brackets should be selected as long or short brackets according to the installation distance, and the welding position of the triangular ribs should avoid the intersection of weld seams.

[0026] Compared to existing technologies, traditional square fuel tanks typically use single-layer flat plate structures for their wave deflectors. The edge wave deflector assembly 1-7-1 in this application employs a five-layer composite structure in conjunction with the core wave deflector assembly 1-7-2, creating a multi-level buffering effect. Existing support structures often use solid shafts; the hollow support tube 1-2-2 in this design, combined with a stepped shaft, reduces weight while maintaining the same strength. Compared to the straight pipe installation method of ordinary fuel level gauges, the guide tube 4-2's limiting structure in this design prevents the float from getting stuck. Compared to the traditional hinged filler cap 7-7, the pin 7-6's guide opening and closing mechanism limits the direction of movement to the front-to-back axial direction, fundamentally eliminating the risk of lateral hand pinching. Existing shock absorbers are often directly welded to the tank plate; the grooved curved plate 8-4 in this design has welded legs, reducing the heat-affected zone area.

[0027] Through the above technical solutions, this application effectively extends the fuel tank's operating time. The square three-chamber structure reduces weight compared to traditional designs within the same volume. The layered arrangement of the anti-surge components 1-7 suppresses fuel flow impact. The combination of the rigid shaft of the support components 1-2 and the flexible support of the shock absorber reduces vibration transmission, and the oil level gauge guiding structure improves measurement reliability. The directional opening and closing mechanism of the quick-fill component improves operational safety, and the magnetic plug and four-corner drain port design simplify maintenance procedures. The overall solution, through structural optimization and functional integration, achieves a comprehensive improvement in the fuel tank of mining dump trucks in terms of lightweighting, reliability, and ease of maintenance.

[0028] In some embodiments, for example Figure 10 As shown, the upper plate 1-7-1-1, outer plate 1-7-1-3, inner plate 1-7-1-4 and lower plate 1-7-1-5 are connected by butt parallel welding, and then a backing plate 1-7-1-2 is used as a pad and welded to the back side; the bottom of the lower plate 1-7-1-5 is provided with four sets of offset elongated oval notches; the core plate 1-7-2-1 is provided with four evenly distributed holes; L-ribs 1-7-2-2 are welded on the core plate 1-7-2-1; the inner plate 1-7-1-4 and the lower plate 1-7-1-5 are chamfered at the bend of the double L plate assembly 1-1; the rear side of the double L plate assembly 1-1 is sealed by the rear upright plate assembly 1-4.

[0029] Specifically, the upper plate 1-7-1-1, outer plate 1-7-1-3, inner plate 1-7-1-4, and lower plate 1-7-1-5 are joined in pairs using parallel butt welding, and then a backing plate 1-7-1-2 is placed on the back and welded in parallel. This welding method aims to improve the strength and reliability of the internal plate connections of the edge protection assembly 1-7-1. Parallel butt welding refers to aligning the edges of two plates and welding them on their connecting surfaces to form a flush weld. On this basis, placing a backing plate 1-7-1-2 on the back of the weld and then performing parallel welding effectively increases the effective cross-sectional area and load-bearing capacity of the weld, disperses stress, and thus significantly improves the tensile strength, fatigue resistance, and sealing performance of the connection.

[0030] At the bottom of the lower plate 1-7-1-5, there are four sets of offset elongated oval notches. These notches are used to optimize the flow characteristics of fuel inside the tank 1. Through their specific shape and offset layout, these notches can guide the fuel to form a controlled flow path inside the anti-surge assembly 1-7-1, avoiding severe impacts and turbulence caused by rapid sloshing or refueling. At the same time, the offset design helps to achieve effective fuel flow and buffering without significantly weakening the structural strength.

[0031] The core plate 1-7-2-1 has four evenly distributed holes. These holes are designed to further refine the flow control of fuel within the core wave deflector assembly 1-7-2. As channels for fuel flow, the number and even distribution of these holes ensure that fuel can pass through the core wave deflector assembly 1-7-2 uniformly, thereby effectively dispersing the impact force generated by fuel flow, reducing local stress concentration, and suppressing the wave effect caused by fuel sloshing.

[0032] L-ribs 1-7-2-2 are welded onto the core plate 1-7-2-1. The L-ribs 1-7-2-2, welded to the core plate 1-7-2-1, primarily enhance the structural rigidity and deformation resistance of the core plate 1-7-2-1. As a key component of the wave-damping assembly 1-7-2, the core plate 1-7-2-1 needs to withstand the dynamic loads caused by fuel sloshing. The L-ribs 1-7-2-2, with their L-shaped cross-section, provide additional support and reinforcement, effectively preventing the core plate 1-7-2-1 from bending or deforming under stress, thereby ensuring the overall stability and durability of the wave-damping assembly 1-7-2.

[0033] Chamfers are provided at the bends of the inner plate 1-7-1-4 and the lower plate 1-7-1-5 with the double L-plate assembly 1-1. The chamfers at these bends optimize the geometry of the area, prevent structural interference, and promote smooth fuel flow. The chamfers eliminate sharp edges, preventing fuel from generating eddies or stagnating as it flows through, thus reducing fuel flow resistance and minimizing vibration and impact caused by localized turbulence. Simultaneously, the chamfer design also helps reduce stress concentration and improves the structural integrity of the area.

[0034] The rear side of the double L-plate assembly 1-1 is sealed by the rear upright plate assembly 1-4. This sealing of the rear side of the tank 1 completes the structural enclosure of the rear of the tank, ensuring the sealing integrity and structural continuity of the fuel tank. This sealing method not only prevents fuel leakage but also makes the double L-plate assembly 1-1 and the rear upright plate assembly 1-4 form a unified whole, jointly bearing the stress generated by external loads and internal fuel sloshing, thereby enhancing the overall rigidity and stability of the tank 1.

[0035] Through the above technical solutions, this application further optimizes the structural design and welding process of the anti-surge assembly 1-7 based on the existing fuel tank, significantly improving the reliability and durability of the fuel tank. Specifically, the joints of the upper plate 1-7-1-1, outer plate 1-7-1-3, inner plate 1-7-1-4, and lower plate 1-7-1-5 are butt-welded in parallel and reinforced with a backing plate 1-7-1-2 on the back, effectively enhancing the tensile strength and fatigue life of the weld points and avoiding stress concentration problems caused by insufficient weld strength. The four sets of offset elongated oval notches at the bottom of the lower plate 1-7-1-5 effectively prevent the impact and vibration caused by the violent shaking of fuel inside the tank 1 by precisely controlling the fuel flow rate and direction, thereby protecting the structure of the tank 1 from damage. The four evenly distributed holes on the core plate 1-7-2-1 ensure uniform fuel flow and further suppress turbulence and local stress concentration. The L-ribs 1-7-2-2 welded onto the core plate 1-7-2-1 significantly improve its rigidity and deformation resistance, ensuring the structural stability of the anti-surge assembly 1-7 during long-term use. Furthermore, the chamfers on the inner plate 1-7-1-4 and lower plate 1-7-1-5 at the bends of the double L-plate assembly 1-1 eliminate structural interference, ensure smooth fuel flow, and reduce stress concentration. Finally, the rear side of the double L-plate assembly 1-1 is sealed with the rear upright plate assembly 1-4, ensuring the sealing integrity and structural continuity of the tank body 1, further enhancing the overall reliability of the fuel tank. These synergistic measures effectively address potential problems encountered by the fuel tank during operation, such as insufficient welding strength, inaccurate fuel flow control, structural interference, and insufficient core plate strength, thereby extending the service life of the fuel tank and improving its stability under harsh working conditions in mining dump trucks.

[0036] In some embodiments, for example Figure 8 As shown, the rear upright plate assembly is welded to the rear upright plate 1-4-1 by rear longitudinal ribs 1-4-2 and rear transverse ribs 1-4-3 to ensure strength; at the connection points of the rear upright plate 1-4-1, rear longitudinal ribs 1-4-2, and rear transverse ribs 1-4-3 of the rear upright plate assembly 1-4 with the double L-plate assembly 1-1, all adopt the perimeter single-sided full welding method; at the connection points of the edges of the rear longitudinal ribs 1-4-2 and rear transverse ribs 1-4-3 with the double L-plate assembly 1-1, a bottom elongated oval notch is provided; the rear upper part of the rear upright plate 1-4-1... Both the upper and lower front parts are provided with elongated protrusions, and the free ends of the elongated protrusions are welded with corner bracing. Inside the housing 1, a corresponding number of triangular ribs 1-9 are provided around the perimeter where the double L-plate assembly 1-1 and the rear upright plate assembly 1-4 are connected. The hypotenuse of the triangular ribs 1-9 is provided with an inwardly concave arc shape, and the intersection of the two straight sides of the triangular ribs 1-9 is provided with a chamfer, so that the welds between the triangular ribs 1-9 and the double L-plate assembly 1-1 and the rear upright plate assembly 1-4 do not intersect.

[0037] The front longitudinal rib 1-5-2 and the front transverse rib 1-5-3 of the front upright plate assembly 1-5 are bent at the ends, and there is a gap between the bent ends and the double L plate assembly 1-1; the front upright plate assembly 1-5 is welded to the front upright plate 1-5-1 by the front longitudinal rib 1-5-2 and the front transverse rib 1-5-3 to ensure strength; the upper rear part and the lower front part of the front upright plate 1-5-1 are provided with long strip protrusions, and the free ends of the long strip protrusions are welded with corner wraps; the front upright plate 1-5-1 is bent, and the corresponding connection of its front transverse rib 1-5-3 is bent synchronously to ensure that the fuel tank and the moving parts of the vehicle maintain a safe distance.

[0038] Specifically, the rear upright plate assembly 1-4 serves as the rear sealing structure of the fuel tank 1, and its strength is crucial to the overall structural integrity and impact resistance of the fuel tank 1. By welding the rear longitudinal rib 1-4-2 and the rear transverse rib 1-4-3 to the rear upright plate 1-4-1, a reinforced frame structure can be formed.

[0039] At the connection points of the rear upright plate 1-4-1, rear longitudinal rib 1-4-2, and rear transverse rib 1-4-3 of the rear upright plate assembly 1-4 with the double L-plate assembly 1-1, all adopt a perimeter single-sided full welding method. This welding method aims to ensure a strong and reliable connection between the rear upright plate assembly 1-4 and the double L-plate assembly 1-1, while simplifying the welding process. Perimeter single-sided full welding refers to continuous welding along the entire connection edge on one side of the connector to ensure complete weld penetration.

[0040] An elongated oval notch is provided at the bottom where the edges of the rear longitudinal rib 1-4-2 and the rear transverse rib 1-4-3 connect with the double L-plate assembly 1-1. Providing notches at the edges where the ribs connect to the main structure is a common stress concentration mitigation measure. The elongated oval notch provides a smooth transition area, effectively dispersing stress in the welding area and preventing fatigue cracks caused by stress concentration. The notch can be pre-formed before rib processing using methods such as laser cutting, plasma cutting, or stamping. Its size and shape can be optimized based on stress analysis results to achieve the best stress relief effect.

[0041] The rear upper rear section and front lower front section of the rear upright plate 1-4-1 are both provided with elongated protrusions, the free ends of which are joined by fillet welding. The placement of these elongated protrusions in specific areas of the rear upright plate 1-4-1, using fillet welding, aims to enhance the local strength and rigidity of these areas, especially considering that these areas may bear significant loads or stresses. Fillet welding provides longer weld lengths and stronger connection strength. The elongated protrusions can be formed on the rear upright plate 1-4-1 through bending or stamping processes, and the fillet welding can be performed using methods such as manual arc welding, gas shielded welding, or robotic welding to ensure a full, defect-free weld.

[0042] Inside the housing 1, a corresponding number of triangular ribs 1-9 are provided around the perimeter where the double L-plate assembly 1-1 and the rear upright plate assembly 1-4 connect. These triangular ribs 1-9 act as reinforcing ribs, effectively improving the rigidity and load-bearing capacity of the local structure of the housing 1. The hypotenuse of the triangular ribs 1-9 is designed with a concave arc shape, and the intersection of the two straight edges of the triangular ribs 1-9 is chamfered, ensuring that the welds between the triangular ribs 1-9 and the double L-plate assembly 1-1 and the rear upright plate assembly 1-4 do not intersect. Their special shape design (concave arc hypotenuse and chamfered straight edges) aims to further optimize stress distribution, avoid stress concentration, and ensure welding quality. The triangular ribs 1-9 can be laser-cut or stamped, and then connected to the double L-plate assembly 1-1 and the rear upright plate assembly 1-4 by spot welding or fillet welding. Their arrangement and quantity can be precisely determined based on the structural stress analysis results.

[0043] The front longitudinal ribs 1-5-2 and 1-5-3 of the front upright plate assembly 1-5 are bent at the ends, and these end bends have gaps between them and the double L-plate assembly 1-1. The end bends of the front longitudinal ribs 1-5-2 and 1-5-3 of the front upright plate assembly 1-5 are designed to enhance the local stiffness of the ribs and improve their resistance to deformation. Simultaneously, the gaps between them and the double L-plate assembly 1-1 provide operational space during welding and allow for some thermal deformation, avoiding stress concentration during welding due to rigid connections. The rib end bends can be precisely formed using die stamping or a bending machine, and the size of the gaps can be designed according to the welding process and the thermal expansion coefficient of the materials.

[0044] The front upright assembly 1-5 is strengthened by welding the front longitudinal ribs 1-5-2 and the front transverse ribs 1-5-3 to the front upright assembly 1-5-1. Similar to the rear upright assembly 1-4, the strength of the front upright assembly 1-5 is also enhanced by welding the front longitudinal ribs 1-5-2 and the front transverse ribs 1-5-3 to the front upright assembly 1-5-1. This helps improve the impact resistance of the front of the fuel tank 1 and the overall structural stability. The ribs can use similar profiles and welding methods as the rear upright assembly 1-4, and their welding positions and lengths can be optimized according to the stress characteristics of the front upright assembly 1-5-1.

[0045] The upper rear and lower front portions of the front upright plate 1-5-1 are both provided with elongated protrusions, the free ends of which are welded with corner fillets. Similar to the rear upright plate 1-4-1, specific areas of the front upright plate 1-5-1 also feature elongated protrusions with corner fillet welds to enhance the local strength and weld reliability of these critical areas, resisting potential impacts or vibrations from the front of the vehicle. The protrusions can be formed by localized stamping or bending of the sheet metal, and the weld quality of the corner fillet welds can be verified using non-destructive testing methods.

[0046] The front upright plate 1-5-1 is bent, and the corresponding connection point of its front transverse rib 1-5-3 is bent synchronously to ensure a safe distance between the fuel tank and the moving parts of the vehicle. The overall bending of the front upright plate 1-5-1 and the synchronous bending of the front transverse rib 1-5-3 are to adjust the external contour of the fuel tank 1 so that it can maintain a sufficient safe distance from the wheels, axles, and other moving parts on the mining dump truck chassis, avoiding interference or collision during vehicle operation. The bending angle and radius of the front upright plate 1-5-1 and the front transverse rib 1-5-3 can be precisely controlled by a CNC bending machine. During the design phase, the gap can be verified through 3D modeling and motion simulation.

[0047] Through the above technical solutions, this application effectively solves the safety hazards that fuel tanks may face under complex working conditions, such as insufficient welding strength, stress concentration, and interference with moving parts of the vehicle. Specifically, the rear upright plate assembly 1-4 is reinforced by welding the rear longitudinal ribs 1-4-2 and the rear transverse ribs 1-4-3, significantly improving its overall strength and resistance to deformation, thereby enhancing the structural integrity of the fuel tank 1. The rear upright plate assembly 1-4 and the double L-plate assembly 1-1 are connected using a perimeter single-sided full welding method, which simplifies the welding process and improves production efficiency while ensuring a firm connection. The design of the elongated oval notch at the bottom cleverly releases welding stress, effectively avoiding fatigue cracks caused by stress concentration and extending the service life of the fuel tank 1. The elongated protrusion on the rear upright plate 1-4-1 and the corner welding of its free ends further strengthen the key stress areas and improve local impact resistance. The triangular rib 1-9 set inside the box 1, with its concave arc bevel and chamfered straight edge design, not only enhances the structural rigidity, but also significantly reduces the risk of stress concentration and improves the reliability of the structure by avoiding weld intersections and optimizing stress distribution.

[0048] For the front upright assembly 1-5, the end bending design of its front longitudinal rib 1-5-2 and front transverse rib 1-5-3 enhances its own strength while the pre-reserved gap between it and the double L-plate assembly 1-1 effectively avoids thermal stress concentration and deformation during welding, ensuring assembly accuracy. The elongated protrusions and corner welds also on the front upright 1-5-1 further strengthen the structural strength of the front section. Most importantly, the synchronized bending design of the front upright 1-5-1 and its front transverse rib 1-5-3 precisely adjusts the external contour of the fuel tank 1, maintaining a necessary safe distance from moving parts such as the vehicle's wheels and axles, fundamentally eliminating potential interference risks and greatly improving vehicle operating safety.

[0049] In some embodiments, for example Figure 7As shown, the number of support seats 1-2-1 of the support assembly 1-2 is two. The support seats 1-2-1 are solid stepped shafts, located at both ends of the support tube 1-2-2. The support tube 1-2-2 is a hollow tube. The connection points between the two ends of the support assembly 1-2 and the rear upright plate assembly 1-4 and the front upright plate assembly 1-5 are covered with protective plates 1-3. The protective plates 1-3 at both ends are symmetrically provided with concave rounded corners about the axis of symmetry of the support assembly 1-2.

[0050] Specifically, the support assembly 1-2 has two support seats 1-2-1, designed to ensure that the fuel tank has stable and balanced support points during installation. These two support seats 1-2-1 can be symmetrically arranged at both ends of the support tube 1-2-2 to achieve uniform load distribution, or they can be arranged asymmetrically according to the actual installation interface requirements of the mining dump truck chassis to adapt to specific space constraints and installation conditions. By setting two support seats 1-2-1, excessive force at a single point can be effectively avoided, thereby improving the overall installation stability and reliability of the fuel tank.

[0051] Support 1-2-1 is a solid stepped shaft component. Its solid structure provides higher local strength and rigidity, enabling it to withstand larger vertical and lateral loads. The stepped shape helps achieve precise axial positioning and limiting functions.

[0052] Support seats 1-2-1 are located at both ends of support tube 1-2-2. Support tube 1-2-2, as the main structure connecting the two support seats 1-2-1, is responsible for transmitting loads and maintaining a fixed distance between the support seats 1-2-1. Support seats 1-2-1 and support tube 1-2-2 can be firmly connected by welding, threaded connection, or interference fit to ensure the overall structural integrity of support assembly 1-2 and to effectively transmit the supporting force of the fuel tank to the vehicle chassis.

[0053] Support tube 1-2-2 is a hollow tube with a hollow internal structure. This hollow design significantly reduces its weight while ensuring sufficient bending and torsional stiffness. Hollow tubes can be made from circular, square, or irregularly shaped tubing through processes such as extrusion, welding, or seamless forming.

[0054] Both ends of the support assembly 1-2, where they connect to the rear upright assembly 1-4 and the front upright assembly 1-5 respectively, are covered with protective plates 1-3. The protective plates 1-3 are plate-like structures attached to the outside of the connection area between the support assembly 1-2 and the housing 1, and their function is to enhance the local strength and rigidity of these critical connection areas. The protective plates 1-3 can be fixed by welding, riveting, or bolting. Their shape and size can be optimized according to actual stress analysis and space constraints, for example, using rectangular plates, irregularly shaped plates, or plates with reinforcing ribs. This helps to disperse stress, improve the impact resistance of the connection area, and prevent structural failure due to vibration or external impact.

[0055] The protective plates 1-3 at both ends are symmetrically designed with concave fillets about the axis of symmetry of the support assembly 1-2. A concave fillet refers to the shape where the edge or specific area of ​​the protective plate 1-3 is recessed inward, forming a rounded transition. This design effectively eliminates stress concentration at sharp corners, allowing stress to be evenly distributed along the arc, thereby significantly improving the fatigue strength and reliability of the protective plate 1-3 and its connecting areas. The symmetrically designed concave fillets also help maintain the structural stress balance, further enhancing the overall structural stability of the fuel tank.

[0056] Through the above technical solution, this application optimizes the support structure of the fuel tank. The support seats 1-2-1 of the two solid stepped shafts are combined with the support tube 1-2-2 of the hollow tubular component. While ensuring high strength load-bearing capacity, this significantly reduces the weight of the support assembly 1-2 itself, effectively solving the problem of increased overall burden on the fuel tank due to excessive support structure weight, and achieving the goal of lightweighting. Furthermore, the connection points between the support assembly 1-2 and the rear upright plate assembly 1-4 and the front upright plate assembly 1-5 are covered with protective plates 1-3, and symmetrically designed with concave rounded corners. This greatly enhances the local strength and rigidity of the connection area, effectively disperses stress, and avoids insufficient strength and structural failure caused by stress concentration, thereby significantly improving the reliability and service life of the fuel tank. This design not only optimizes the structural performance of the fuel tank but also provides a more stable and durable fuel supply system for mining dump trucks.

[0057] In some embodiments, for example Figure 11 As shown, the two legs of the grooved seat 4-4 of the oil level gauge mounting and protection assembly 4 span the limiting block 4-5. The heels of the two legs of the grooved seat 4-4 and the bottom of the limiting block 4-5 are welded to the bottom of the inner wall of the inner L plate 1-1-1, and the bottom of the mounting flange 4-6 is welded to the top of the outer wall of the outer L plate 1-1-2. Holes are provided on the back of the mounting flange 4-6, the grooved seat 4-4, and the limiting block 4-5. The openings of the two legs of the grooved seat 4-4 face the cleaning port 12.

[0058] Specifically, the two legs of the grooved seat 4-4 span over the limiting block 4-5, which is designed to physically constrain and position the grooved seat 4-4 through the limiting block 4-5, thereby enhancing the overall structural stability of the oil level gauge installation and protection assembly 4. This spanning design can effectively prevent the grooved seat 4-4 from shifting or loosening when subjected to external impact or vibration, ensuring that the oil level gauge is installed accurately and stably.

[0059] The two support feet of the grooved seat 4-4 and the bottom of the limiting block 4-5 are fixed to the bottom of the inner wall of the inner L plate 1-1-1 by welding, providing solid internal support for the fuel level gauge installation and protection assembly 4. This welding method ensures a firm connection between the assembly and the main structure of the fuel tank, effectively resisting the impact of fuel sloshing and vehicle vibration, thereby improving the reliability and stability of the fuel level gauge installation.

[0060] The bottom of mounting flange 4-6 is welded to the top of the outer wall of outer L plate 1-1-2, providing an interface for the external installation and protection of the fuel level gauge. This external welding method allows the fuel level gauge body to be installed and removed from outside the fuel tank, simplifying maintenance operations, while firmly fixing mounting flange 4-6 to the outside of the fuel tank, enhancing its resistance to external impacts.

[0061] Holes are provided on the back of the mounting flange 4-6, the groove seat 4-4, and the limiting block 4-5. These holes provide passageways for the guide tube 4-2 of the oil level gauge or other related components. The placement of these holes ensures that the guide tube 4-2 can pass smoothly through the components, avoiding jamming, while providing the necessary space for the normal operation of the oil level gauge.

[0062] The openings of the two legs of the groove-shaped seat 4-4 face the cleaning port 12. This design allows the cleaning port 12 to not only perform conventional internal fuel tank cleaning but also to facilitate the installation and maintenance of the bottom of the fuel level gauge. Through the cleaning port 12, maintenance personnel can easily access the bottom structure of the fuel level gauge for inspection, cleaning, or replacement, greatly improving the convenience of maintenance.

[0063] With the above structural layout, the two legs of the grooved seat 4-4 of the oil level gauge mounting and protection assembly 4 span over the limiting block 4-5 and are welded together with the bottom of the limiting block 4-5 to the bottom of the inner wall of the inner L plate 1-1-1. Simultaneously, the bottom of the mounting flange 4-6 is welded to the top of the outer wall of the outer L plate 1-1-2. This multi-point fixing and internal / external welding method significantly enhances the overall structural stability of the oil level gauge mounting and protection assembly 4, effectively preventing the risk of jamming of the oil level gauge guide tube 4-2 due to unstable installation. Furthermore, the holes provided on the mounting flange 4-6, the back of the grooved seat 4-4, and the limiting block 4-5 provide a smooth passage for the guide tube 4-2, further eliminating the possibility of jamming. Most importantly, the openings of the two legs of the grooved seat 4-4 face the cleaning port 12, allowing the cleaning port 12 to not only perform internal fuel tank cleaning but also cleverly accommodate the installation and maintenance functions of the bottom of the oil level gauge, greatly improving the convenience of oil level gauge maintenance and reducing maintenance difficulty and time costs.

[0064] In some embodiments, for example Figure 11 As shown, the guide tube 4-2 is a hollow tube with a radial through groove at its top; the bottom of the guide tube 4-2 passes through the hole at the top of the slotted seat 4-4 and is welded; the top of the guide tube 4-2 is welded against the bottom of the mounting flange 4-6; the holes of the guide tube 4-2, the limiting block 4-5, and the mounting flange 4-6 are coaxial with the guide tube 4-2; the bottom of the guide tube 4-2 is spaced apart from the top of the limiting block 4-5; one side of the L-bend plate 4-3 is welded to the inner wall of the inner L plate 1-1-1, and the other side is welded to the outer wall of the guide tube 4-2 to support the guide tube 4-2; the protective cover 4-1 is installed on the top of the mounting flange 4-6 using fasteners 4-7.

[0065] Specifically, the guide tube 4-2 is designed as a hollow structure, with its internal space accommodating the sensing part of the fuel level gauge, ensuring that the gauge can move smoothly up and down within it for accurate fuel level measurement. To prevent the fuel level gauge from jamming due to air resistance or hydraulic effects when it rises to the top, a radial through-groove is provided at the top of the guide tube 4-2. This ensures that the top of the guide tube 4-2 is connected to the external space, preventing the formation of a sealed cavity. This radial through-groove can be multiple slits evenly distributed around the circumference of the guide tube 4-2, or multiple circular or elliptical holes extending radially. Alternatively, a spiral groove or grid-like opening design can be used to provide sufficient ventilation and fuel passage space.

[0066] The bottom of the guide tube 4-2 is fixed by welding through a pre-drilled hole in the upper part of the slotted seat 4-4. This fixing method provides a stable bottom support for the guide tube 4-2, effectively resisting vibrations and impacts that the fuel tank may encounter during operation, and preventing the guide tube 4-2 from shifting or loosening. Welding methods such as fillet welding, plug welding, or groove welding can be used to ensure connection strength and sealing.

[0067] Meanwhile, the top of the guide tube 4-2 is in close contact with the bottom of the mounting flange 4-6 and connected by welding. This connection method provides reliable top support and positioning for the guide tube 4-2, further enhancing its overall structural stability and preventing the guide tube 4-2 from tilting or deforming under stress. Welding methods such as circumferential fillet welds or spot welds can also be used to ensure a firm connection.

[0068] To ensure the oil level gauge moves in a straight line without deviation within the guide tube 4-2, the holes on the guide tube 4-2, the limiting block 4-5, and the mounting flange 4-6 through which the oil level gauge passes maintain strict coaxiality during installation. This coaxial design minimizes friction between the oil level gauge and the inner wall of the guide tube 4-2, and reduces the risk of potential jamming. Coaxiality is ensured through precision machining and assembly processes.

[0069] Furthermore, a certain gap is maintained between the bottom of the guide tube 4-2 and the top of the limiting block 4-5, preventing direct contact. This gap design aims to avoid interference or friction between the guide tube 4-2 and the limiting block 4-5, thereby eliminating potential jamming of the oil level gauge in the bottom area of ​​the guide tube 4-2 and ensuring free movement of the oil level gauge throughout its measurement stroke. The size of the gap can be achieved through precise structural design and manufacturing control.

[0070] The L-shaped bend plate 4-3 serves as an auxiliary support structure. One side is welded to the inner wall of the inner L-plate 1-1-1, while the other side is welded to the outer wall of the guide tube 4-2. This L-shaped structure provides additional lateral support, effectively enhancing the bending and vibration resistance of the guide tube 4-2 and further improving its overall stability. The L-shaped bend plate 4-3 can be formed by stamping or bending high-strength steel plate, and its thickness and dimensions can be optimized according to the size of the fuel tank and the expected vibration load. Continuous fillet welds can be used to ensure a secure connection between the L-shaped bend plate 4-3, the inner L-plate 1-1-1, and the guide tube 4-2.

[0071] Finally, the cover 4-1 is secured to the top of the mounting flange 4-6 using fasteners 4-7 (such as bolts, screws, etc.). The main function of the cover 4-1 is to protect the internal structure of the oil level gauge mounting and protection assembly 4 from external environmental factors (such as dust, moisture, mechanical damage, etc.), while also preventing operators from accidentally touching internal components, thus improving the safety and reliability of the system. Fasteners 4-7 can be in various forms, such as bolt and nut combinations, self-tapping screws, or rivets; the specific choice depends on the material of the cover 4-1, the structure of the mounting flange 4-6, and the required ease of disassembly and maintenance. The material of the cover 4-1 can be a corrosion-resistant, impact-resistant metal or engineering plastic.

[0072] Through the above technical solution, the guide tube 4-2 is designed as a hollow tube with a radial through groove at the top, ensuring the free movement of the oil level gauge inside the guide tube 4-2 and effectively avoiding jamming caused by air or fuel resistance. The bottom of the guide tube 4-2 passes through the hole at the top of the slotted seat 4-4 and is welded thereon, while the top is welded against the bottom of the mounting flange 4-6, forming a stable double-end fixation, which significantly improves the structural stability and vibration resistance of the guide tube 4-2. At the same time, the holes of the guide tube 4-2, the limiting block 4-5, and the mounting flange 4-6 are kept coaxial, providing the oil level gauge with a precise linear motion trajectory, further reducing friction and jamming risks. The bottom of the guide tube 4-2 is spaced apart from the top of the limiting block 4-5, eliminating potential interference points. The introduction of the L-shaped plate 4-3, welded to the inner L-plate 1-1-1 and the guide tube 4-2, provides additional lateral support, further enhancing the overall rigidity of the guide tube 4-2. The protective cover 4-1 is installed on top of the mounting flange 4-6 using fasteners 4-7, effectively protecting the oil level gauge installation and protective assembly 4 from external environmental influences. These measures work together to comprehensively optimize the guiding function of the oil level gauge in terms of structural design, fixing method, and protection mechanism, completely solving the problem of the oil level gauge getting stuck inside the guide tube 4-2, thereby ensuring the accuracy of oil level measurement and the long-term reliability of the fuel tank, and improving the convenience of fuel tank maintenance.

[0073] In some embodiments, for example Figure 12As shown, the flange 7-2 of the quick-fill valve 7-5 and protective assembly 7 is welded to the outside of the outer L-plate 1-1-2 through the hole in the outer L-plate 1-1-2. The quick-fill valve 7-5 is installed on the flange 7-2. The flange 7-2, as a structural component connecting the quick-fill valve 7-5 and the housing 1, primarily provides a stable and sealed mounting interface. The flange 7-2 can be made of various materials, such as stainless steel, aluminum alloy, or high-strength engineering plastics, to adapt to the working environment and strength requirements of the fuel tank. Its connection to the outer L-plate 1-1-2 can be achieved by welding or by bolting with a sealing gasket for easy maintenance or replacement. The quick-fill valve 7-5, installed on the flange 7-2, enables rapid fuel filling. This valve can be a ball valve, butterfly valve, or gate valve, depending on flow requirements and ease of operation.

[0074] The bottom of the circular cover 7-1 is welded to the outer side of the outer L-plate 1-1-2 around the hole. The main function of the circular cover 7-1 is to provide external physical protection for the quick-fill valve 7-5, preventing damage to the valve body from external impacts or foreign objects. The connection between the bottom of the circular cover 7-1 and the outer L-plate 1-1-2 can be achieved by welding, riveting, or bolting to ensure its stability. The material of the circular cover 7-1 can be the same steel as the housing 1, or a composite material with good corrosion resistance and impact resistance. Its shape can be hemispherical, cylindrical, or polygonal to optimize the protective effect and space utilization.

[0075] The dome 7-1 is equipped with three perforated lugs, one of which faces the rear of the housing 1, and the other two face the front of the housing 1. These perforated lugs on the dome 7-1 are key structural elements for connecting the cover 7-7, providing pre-defined interfaces for the hinge and locking of the cover 7-7. These lugs can be manufactured integrally with the dome 7-1, or fixed to the dome 7-1 by welding, riveting, or other methods. The holes in the lugs can be designed to be circular to accommodate the insertion of the pin 7-6, or designed as bushings to reduce wear and extend service life. Their specific number and orientation form the basis for the unique opening and closing mechanism of the cover 7-7.

[0076] The cover 7-7 has three perforated L-plates, corresponding to the three perforated ear plates facing the circular cover 7-1. Two of the perforated L-plates on the front side of the cover 7-7 facing the housing 1 are mounted to the two perforated ear plates on the front side of the circular cover 7-1 facing the housing 1 via pins 7-6. Thus, the cover 7-7 opens and closes in the front and back directions relative to the circular cover 7-1 via pins 7-6, achieving an anti-pinch function. The perforated L-plates on the cover 7-7 and the perforated ear plates on the circular cover 7-1 work together to form the opening and closing mechanism of the cover 7-7. The L-plates can be formed by bending metal sheets or connected to the cover 7-7 body by welding. The pin 7-6, as a connecting component, can be a solid pin, a hollow pin, or a threaded bolt, typically made of high-strength wear-resistant steel. Connecting the two L-plates on the front side of the cover 7-7 to the two ear plates on the front side of the circular cover 7-1 via pins 7-6 allows the cover 7-7 to rotate around the axis of pins 7-6, achieving front and back opening and closing. This design allows operators to keep their hands away from the hinge area when opening or closing the cover, effectively avoiding the risk of pinching hands that is common in traditional flip-top structures.

[0077] The perforated L-plate of the cover 7-7 facing the rear of the tank body 1 and the perforated ear plate of the round cover 7-1 are locked together by lock 7-4. When the cover 7-7 is closed, the perforated L-plate and the perforated ear plate of the round cover 7-1 align to form a structure through which lock 7-4 can pass. Lock 7-4 can be a conventional padlock or a built-in lock integrated into the cover 7-7 or the round cover 7-1, such as a spring lock or lever lock, to provide additional security. The installation of lock 7-4 effectively prevents unauthorized personnel from accessing the quick-fill valve 7-5 or the cover 7-7 from accidentally opening while the vehicle is in motion, thus ensuring the safety and reliability of the fuel tank.

[0078] The rubber sleeve 7-3 is installed on top of the dome 7-1 to eliminate vibrations of the cover 7-7 and noise generated by its contact with the dome 7-1, and to achieve a seal between the two. The rubber sleeve 7-3 is an elastic sealing and cushioning element whose main functions are to provide vibration damping, noise reduction, and sealing. The rubber sleeve 7-3 can be made of various elastic materials, such as natural rubber, nitrile rubber, EPDM rubber, or polyurethane, which have good oil resistance, weather resistance, and abrasion resistance. The rubber sleeve 7-3 can be installed by adhesive bonding, snap-fit ​​fixing, or press-fitting to ensure its stability on top of the dome 7-1. When the cover 7-7 is closed, the rubber sleeve 7-3 fills the gap between the cover 7-7 and the dome 7-1, absorbing the energy generated by vibration or impact during vehicle operation, thereby effectively reducing noise. At the same time, the rubber sleeve 7-3 also forms an effective sealing barrier to prevent external contaminants such as dust and moisture from entering the rapid filling area and to prevent fuel vapor or liquid leakage, thus protecting internal components and maintaining environmental cleanliness.

[0079] Through the above technical solution, the flange 7-2 of the quick-fill and protection assembly 7 passes through the hole in the outer L-plate 1-1-2 and is welded to its outer side. The quick-fill valve 7-5 is installed on the flange 7-2, ensuring the stability of the filling interface. The bottom of the dome 7-1 is welded to the outer side of the outer L-plate 1-1-2, providing reliable physical protection for the quick-fill valve 7-5. The three perforated lugs on the dome 7-1 correspond to the three perforated L-plates on the cover 7-7. The two L-plates on the front side of the cover 7-7 are connected to the two lugs on the front side of the dome 7-1 by pins 7-6, allowing the cover 7-7 to open and close in the front and rear directions with pins 7-6 as the axis. This unique opening and closing mechanism effectively avoids the risk of pinching hands that may occur in traditional flip-top operations, significantly improving the safety of operators. In addition, the perforated L-plate on the rear side of the cover 7-7 and the perforated lugs on the rear side of the dome 7-1 are locked by lock 7-4, further ensuring the anti-theft and anti-misoperation functions of the fuel tank. The rubber sleeve 7-3 is installed on top of the dome 7-1. When the cap 7-7 is closed, it effectively absorbs vibration and impact between the cap 7-7 and the dome 7-1, thereby eliminating the resulting noise and providing a reliable seal to prevent external contaminants from entering, while also preventing fuel spillage, thus improving operational comfort and component durability. Overall, this quick-fill and protection assembly 7 significantly improves operational safety, comfort, and reliability while ensuring rapid fuel filling.

[0080] In some embodiments, for example Figure 13 As shown, the damping component 8 and the two ends of the support component 1-2 together form a three-point support for the fuel tank. The two ends of the support component 1-2 are rigid supports, while the damping component 8 is a flexible support. The rubber shock absorber 8-1 effectively reduces the vibration of the fuel tank, and the support component 1-2 is designed with no axial displacement. The three-point support structure effectively distributes the load, ensuring the stable fixation of the fuel tank during vehicle movement. Rigid supports typically use high-strength metal connectors, such as bolts or pins, to firmly connect the fuel tank to the frame or chassis, providing the main load-bearing capacity. Flexible supports use components made of elastic materials, such as rubber pads, springs, or hydraulic shock absorbers, allowing the fuel tank to displace relative to the frame or chassis within a certain range, thereby absorbing and dissipating vibration energy. The rubber shock absorber 8-1, as the core component of the flexible support, utilizes the elastic deformation of the rubber material to absorb impact and vibration. Its structure can be cylindrical, conical, shear-type, or compression-type, etc., and its damping performance can be adjusted by selecting rubber materials with different hardness and shapes. The axial unlimited position design of the support component 1-2 means that it is not completely fixed in the axial direction, allowing it to freely expand, contract, or slide within a certain range to avoid axial stress caused by thermal expansion and contraction or frame deformation. This can be achieved by setting a gap at the connection between the support component 1-2 and the frame, using sliding bearings, or elastic connections.

[0081] Specifically, the two legs of the grooved curved plate 8-4 of the shock-absorbing component 8 are welded to the inner L-plate 1-1-1 to reduce the welding contact area. The grooved curved plate 8-4 is a plate material with a U-shaped or V-shaped cross-section. Its two legs provide a stable welding surface. Its shape can be designed according to the internal space and stress requirements of the fuel tank, such as a groove with equal width, a groove with variable width, or a groove with reinforcing ribs. Welding the two legs refers to welding the bottom edge of the grooved curved plate 8-4 to the surface of the inner L-plate 1-1-1. This welding method can be spot welding, continuous welding, or intermittent welding. By precisely controlling the weld length and position, the connection strength is ensured while minimizing the heat-affected zone. Reducing the welding contact area can be achieved by optimizing the leg width of the grooved curved plate 8-4, using intermittent welding, or reserving stress relief grooves in the welding area. The aim is to reduce the impact of welding heat on the material properties of the inner L-plate 1-1-1, thereby maintaining the overall strength of the tank body 1.

[0082] In addition, the slotted bent plate 8-4 and the second pad 8-3 are provided with corresponding holes. When the holes correspond, the back of the slotted bent plate 8-4 is welded to the periphery of the second pad 8-3, and the threaded seat 8-5 is welded through the holes of both. At this time, there is a distance between the bottom of the threaded seat 8-5 and the two legs of the slotted bent plate 8-4, ensuring that the bottom of the threaded seat 8-5 does not touch the inner L plate 1-1-1, so that the force and vibration of the shock-absorbing component 8 are transmitted to the housing 1 only through the two legs of the slotted bent plate 8-4. The holes on the slotted bent plate 8-4 and the second pad 8-3 are usually circular or elliptical for the threaded seat 8-5 to pass through and be positioned. Their size and position need to be precisely designed to ensure that the threaded seat 8-5 can be accurately installed and aligned with the slotted bent plate 8-4 and the second pad 8-3. The back of the slotted bent plate 8-4 is welded to the periphery of the second pad 8-3 to form a strong connection structure. The threaded seat 8-5 is positioned by holes in the grooved bent plate 8-4 and the second pad 8-3, and is welded to the edge of the holes to form a single unit. There is a distance between the bottom of the threaded seat 8-5 and the two legs of the grooved bent plate 8-4. This distance can be adjusted during the design phase by changing the height of the threaded seat 8-5 or the depth of the grooved bent plate 8-4. For example, the threaded seat 8-5 can be designed with a boss, or a support structure can be provided inside the grooved bent plate 8-4 to ensure sufficient clearance between the bottom of the threaded seat 8-5 and the inner L-plate 1-1-1. This design ensures that when the damping assembly 8 is subjected to force or vibration, the force first acts on the threaded seat 8-5, then is transmitted through the threaded seat 8-5 to the welded structure of the grooved bent plate 8-4 and the second pad 8-3, and finally through the two legs of the grooved bent plate 8-4 to the inner L-plate 1-1-1, thus concentrating the force and vibration transmission path.

[0083] To further enhance protective performance, the two ends of the channel-shaped bend plate 8-4 are sealed by welding end plates 8-6 to the front upright plate assembly 1-5 and the rear upright plate assembly 1-4, respectively. The end plates 8-6 are typically metal plates matching the cross-sectional shape of the channel-shaped bend plate 8-4; they can be flat plates, bent plates, or stamped plates. Their material should match that of the channel-shaped bend plate 8-4 to ensure welding quality. The end plates 8-6 are continuously welded to the edges of both ends of the channel-shaped bend plate 8-4, forming a closed cavity to prevent liquid or solid contaminants from entering.

[0084] In addition, the threaded seat 8-5 is provided with a threaded hole and a precision-machined mounting surface. The rubber shock absorber 8-1 is mounted on this threaded hole and precision-machined mounting surface via fastening assembly 8-2. The threaded hole is an internal threaded hole on the threaded seat 8-5 used for mounting fasteners, and its size and thread type should match those of fastening assembly 8-2. The precision-machined mounting surface is the surface on the threaded seat 8-5 that contacts the rubber shock absorber 8-1. It has undergone precision machining, such as milling or grinding, to ensure its flatness and perpendicularity, thereby ensuring the stability and uniform force distribution of the rubber shock absorber 8-1 after installation. Fastening assembly 8-2 typically includes standard parts such as bolts, nuts, and washers, used to securely fix the rubber shock absorber 8-1 to the threaded seat 8-5.

[0085] It is worth noting that there is a distance between the bottom of the threaded seat 8-5 and the two heels of the grooved bend plate 8-4 to avoid the risk of damage caused by the fastening component 8-2 touching the inner L plate 1-1-1. This distance can be achieved by accurately calculating the height of the threaded seat 8-5, the length of the fastening component 8-2, and the geometry of the grooved bend plate 8-4. For example, the bottom of the threaded seat 8-5 can be designed to have a certain protrusion, or sufficient space can be reserved at the bottom of the grooved bend plate 8-4 to ensure that even under maximum compression, the end of the fastening component 8-2 will not contact the inner L plate 1-1-1, thereby preventing the inner L plate 1-1-1 from being worn, scratched, or experiencing stress concentration.

[0086] Through the above technical solution, this rigid-flexible three-point support structure provides stable load-bearing capacity while effectively absorbing and dissipating the vibration energy generated during vehicle operation through the flexible support of the rubber shock absorber 8-1. This significantly reduces the impact and fatigue caused by the sloshing of the fuel tank body and its internal fuel on the tank body 1 structure. The axial unlimited displacement design of the support component 1-2 further avoids additional axial stress caused by thermal expansion and contraction or minor deformation of the frame, ensuring the structural integrity and long-term reliable operation of the fuel tank under complex working conditions. The two heels of the grooved curved plate 8-4 are welded to the inner L plate 1-1-1, reducing the welding contact area and significantly reducing the welding heat-affected zone. This effectively reduces the negative impact of welding on the material properties of the inner L plate 1-1-1 and the overall strength of the tank body 1, avoiding structural weakening caused by large-area welding.

[0087] Through the coordinated design of the threaded seat 8-5, pad 8-3, and grooved bent plate 8-4, the force and vibration of the damping component 8 are concentrated and transmitted to the inner L plate 1-1-1 through the two legs of the grooved bent plate 8-4, forming a clear and controllable force transmission path. This makes the stress distribution more uniform and predictable, avoiding local fatigue failure caused by stress concentration, thereby improving the overall reliability and durability of the fuel tank. The gap reserved between the bottom of the threaded seat 8-5 and the inner L plate 1-1-1, as well as the safety distance between the fastening component 8-2 and the inner L plate 1-1-1, completely eliminates the possibility of interference or collision between the fastening component 8-2 and the inner L plate 1-1-1 under vibration or impact. This effectively avoids wear, scratches, or stress concentration on the inner L plate 1-1-1 caused by mechanical contact, thus ensuring the sealing integrity and long service life of the fuel tank. The blocking plate 8-6 effectively seals the internal space formed between the channel-shaped curved plate 8-4 and the inner L-plate 1-1-1, preventing the intrusion and accumulation of dirt, moisture, or corrosive media. This fundamentally avoids internal corrosion and structural deterioration caused by dirt, thereby extending the service life of the shock absorber assembly 8 and even the entire fuel tank, and improving its reliability in harsh mining environments. The precision-machined mounting surface and threaded holes on the threaded seat 8-5 provide a reliable foundation for the accurate and stable installation of the rubber shock absorber 8-1. This not only simplifies the assembly process and improves installation efficiency, but more importantly, it ensures a tight fit and uniform force distribution between the shock absorber 8-1 and the housing 1, thereby maximizing the performance of the shock absorber 8-1 and improving the stability and consistency of the shock absorption effect.

[0088] In some embodiments, for example Figure 3 and Figure 14 As shown, the respirator flange is equipped with a boss to elevate the respirator; the drain port and magnetic plug 14 are located at the bottom of the fuel tank, one at each of the four corners; the mounting base 9-5 of the accessory long bracket 9 is welded to the outer wall of the inner L plate 1-1-1, and the mounting base 9-5 has holes; the long bent plate 9-1, the second triangular rib 9-2, and the first mounting plate 9-3 are welded together, and the holes in the first mounting plate 9-3 correspond to the holes in the mounting base 9-5; the fastening component 9-4 is used to fasten the first mounting plate 9-1. 3 and mounting base 9-5, mounting base 9-5 is installed on the fuel tank; mounting plate 2 10-1, short bent plate 10-2 and triangular rib 3 10-3 of accessory short bracket 10 are welded into one piece, and then welded to the outer wall of inner L plate 1-1-1; the fuel tank is equipped with side protection component 3 to prevent dirt from sticking to the tank body 1; the fuel tank is equipped with two lifting lugs 1-8, the two lifting lugs 1-8 are respectively welded to the upper part of rear upright plate component 1-4 and front upright plate component 1-5.

[0089] Specifically, the bosses on the breather flanges 1-6 are designed to raise the installation position of the breather 5. This structure effectively increases the effective filling volume of the fuel tank because the float of the breather 5 is raised when it reaches the highest liquid level, allowing more fuel to enter the tank 1. Besides the bosses, the elevation can also be achieved by lengthening the threaded mounting end of the breather flanges 1-6 or by adding a shim between the breather flanges 1-6 and the tank 1. The drain port and magnetic plug 14 are components used to drain fuel from the fuel tank. They are located at the four corners at the bottom of the fuel tank to ensure that fuel can be drained quickly and completely, facilitating maintenance and cleaning. In addition to its sealing function, the magnetic plug 14's magnetic design can attract metallic impurities in the fuel and prevent accidental loss during operation. Besides the four corners, multiple drain ports can be provided at the bottom of the fuel tank, or a centralized drain port combined with an internal flow guiding structure can be used.

[0090] The long accessory bracket 9 is used to install larger accessories or accessories located far from the fuel tank 1. The mounting base 9-5, serving as an intermediate component connecting the fuel tank and the long accessory bracket 9, is welded to the outer wall of the inner L-plate 1-1-1 and has mounting holes. The long bent plate 9-1, the second triangular rib 9-2, and the first mounting plate 9-3 are welded together to form a single structure, with the holes on the first mounting plate 9-3 precisely corresponding to the holes on the mounting base 9-5. Fastening components 9-4 (e.g., bolts, nuts, etc.) pass through these corresponding holes, securely mounting the long accessory bracket 9 to the fuel tank. This multi-component welded integration and fastener installation method effectively distributes the load on the accessories and suppresses vibration transmission, improving the stability and reliability of the accessory installation. Besides welding, the mounting base 9-5 can also be fixed to the inner L-plate 1-1-1 by riveting or bolting. The short accessory bracket 10 is used to install smaller accessories or accessories located closer to the fuel tank 1. The mounting plate 10-1, short bent plate 10-2, and triangular rib 10-3 are welded together to form a robust integral structure, which is then directly welded to the outer wall of the inner L-plate 1-1-1. This integrated welded structure simplifies the installation process and provides sufficient strength and rigidity to effectively support the accessory and reduce the impact of vibration on the fuel tank. Besides welding, the accessory short bracket 10 can also be fixed to the outer wall of the inner L-plate 1-1-1 by riveting or bolting.

[0091] The side protection assembly 3 is a protective structure installed on the side of the fuel tank. Its main function is to prevent external contaminants (such as dirt, dust, etc.) from directly adhering to the surface of the tank body 1. This helps keep the tank body 1 clean, prevents contaminants from affecting the heat dissipation performance of the fuel tank, and avoids corrosion of the tank body 1 caused by long-term contaminant adhesion, thereby extending the service life of the fuel tank. The side protection assembly 3 can be made of metal plates, plastic plates, or composite material plates, and can be installed by bolts, riveting, or welding. Lifting lugs 1-8 are structural components used for lifting and transporting the fuel tank. Two lifting lugs 1-8 are provided and welded to the upper part of the rear upright plate assembly 1-4 and the front upright plate assembly 1-5 respectively, aiming to provide symmetrical and stable lifting points. This layout helps maintain the balance of the fuel tank during lifting, avoiding tilting or swaying, thereby improving the safety and convenience of operation. The lifting lugs 1-8 can be made of stamped or cast steel plates and optimized according to the center of gravity and weight of the fuel tank. In addition to welding, the lifting lugs 1-8 can also be fixed in place by bolts or riveting.

[0092] Through the above technical solutions, this application provides systematic improvements to address the problems faced by fuel tanks in actual use, such as limited filling volume, low maintenance efficiency, unstable accessory installation, susceptibility to contamination, and inconvenient hoisting. Specifically, the breather flanges 1-6 are equipped with protrusions, effectively raising the installation height of the breather 5, allowing the fuel tank to hold more fuel during filling, thus significantly increasing the actual filling volume of the fuel tank and improving the vehicle's range. The drain port and magnetic plug 14 are strategically arranged at the four corners of the bottom of the fuel tank. This dispersed design at the lowest point ensures that fuel can be drained quickly and completely, greatly simplifying the cleaning and maintenance process of the fuel tank. At the same time, the magnetic plug 14 can also adsorb metallic impurities in the fuel and prevent plug loss, thereby improving maintenance efficiency and fuel cleanliness.

[0093] To address the reliability issues of accessory installation, the long accessory bracket 9 is welded to the outer wall of the inner L-plate 1-1-1 via mounting base 9-5, and then welded together with the long bent plate 9-1, triangular rib 2 9-2, and mounting plate 1 9-3. It is then installed using fastening assembly 2 9-4. This multi-layered fixing and structural reinforcement effectively distributes the load on the accessory and significantly suppresses vibrations generated by the accessory during vehicle operation, thereby protecting the structural integrity and service life of the fuel tank body 1. Similarly, the mounting plate 2 10-1, short bent plate 10-2, and triangular rib 3 10-3 of the short accessory bracket 10 are welded together and then directly welded to the outer wall of the inner L-plate 1-1-1, providing stable support and effectively reducing the impact of accessory vibrations on the tank body 1.

[0094] In addition, the fuel tank is equipped with side protection components 3, forming a barrier on the outside of the tank body 1. This effectively prevents dirt, sand, dust, and other contaminants from directly adhering to the surface of the tank body 1, avoiding poor heat dissipation and corrosion problems caused by the accumulation of contaminants, thereby improving the durability and reliability of the fuel tank. Finally, the two lifting lugs 1-8 of the fuel tank are welded to the upper part of the rear upright plate assembly 1-4 and the front upright plate assembly 1-5, respectively. This symmetrical and high-positioned lifting point design allows the fuel tank to maintain good balance during lifting, handling, and installation, making operation safer and more convenient, and reducing operational risks and labor intensity.

[0095] In summary, the above technical solutions, through optimized design of key details of the fuel tank, significantly improve the fuel tank's refueling efficiency, maintenance convenience, accessory installation reliability, tank protection capabilities, and lifting operation safety while maintaining its advantages of lightweight design and long range, thus comprehensively enhancing the overall performance and user experience of the fuel tank.

[0096] In some embodiments, the housing 1 is made of high-strength steel, and its plate thickness can vary depending on the location, being a combination of 8mm, 6mm, and 4mm thicknesses, with 25% being 8mm, 50% being 6mm, and 50% being 4mm. The outer L-plate 1-1-2 is thinner than the inner L-plate 1-1-1. The edge protection assembly 1-7-1 consists of the upper plate 1-7-1-1, the pad plate 1-7-1-2, the outer plate 1-7-1-3, and the inner plate 1-7. The thickness of the plates -1-4 and the lower plate 1-7-1-5 is thinner than that of the outer L plate 1-1-2; the thickness of the core wave-damping component 1-7-2 is thinner than that of the upper plate 1-7-1-1, pad 1-7-1-2, outer plate 1-7-1-3, inner plate 1-7-1-4 and lower plate 1-7-1-5 of the side wave-damping component 1-7-1; thus achieving a combination of strength and toughness; the support tube 1-2-2 is a hollow tube, and the combination of the protective plate 1-3 with the front and rear upright plates also achieves lightweighting.

[0097] Specifically, the enclosure 1 is made of high-strength steel, an alloy steel with high yield strength and tensile strength, such as martensitic steel, duplex steel, or transformation-induced plasticity steel. Its inherent properties allow for effective reduction of material usage while ensuring structural strength, laying the foundation for the overall lightweight design of enclosure 1. Simultaneously, the plate thickness of enclosure 1 is differentiated according to different locations, using a combination of 8mm, 6mm, and 4mm thicknesses. 8mm thick plates account for 25%, 6mm thick plates for 50%, and 4mm thick plates for 50%. This plate thickness combination can be optimized according to the stress characteristics and functional requirements of different areas of enclosure 1. For example, thicker plates are used in areas bearing larger loads or with concentrated stress (such as support points and connections), while thinner plates are used in areas with lower stress or only serving a partitioning function. This ensures the strength of critical areas and overall reliability while minimizing the overall weight of enclosure 1.

[0098] Furthermore, the outer L-plate 1-1-2 in the double L-plate assembly 1-1 is designed to be thinner than the inner L-plate 1-1-1. This allows for a further reduction in the weight of the double L-plate assembly 1-1 while still meeting external protection and structural integrity requirements. For example, the inner L-plate 1-1-1 can bear the main structural support and cavity partitioning functions, while the outer L-plate 1-1-2 primarily serves as external covering and auxiliary support, allowing for a more appropriate reduction in its thickness. Based on this, the upper plate 1-7-1-1, pad plate 1-7-1-2, outer plate 1-7-1-3, inner plate 1-7-1-4, and lower plate 1-7-1-5 of the wave-defense assembly 1-7-1 are all designed to be thinner than the outer L-plate 1-1-2. This can be achieved by selecting thinner high-strength steel plates or by using structural features (such as bending and reinforcing ribs) during the design phase to compensate for the strength loss caused by the reduced plate thickness, thereby achieving a lightweight design of the wave-defense assembly 1-7-1 while ensuring wave-defense functionality and structural strength. Furthermore, the core wave deflector 1-7-2 is designed to be thinner than the upper plate 1-7-1-1, pad plate 1-7-1-2, outer plate 1-7-1-3, inner plate 1-7-1-4, and lower plate 1-7-1-5 of the side wave deflector 1-7-1. Since the core wave deflector 1-7-2 primarily serves to separate and buffer fuel impacts, its structural strength requirements may be slightly lower than those of the side wave deflector 1-7-1. Therefore, thinner plates can be used, further optimizing the overall weight of the wave deflector 1-7 and achieving even greater lightweighting.

[0099] Furthermore, the support tube 1-2-2 in the support assembly 1-2 is a hollow tube. The hollow tube can be a circular, square, or irregularly shaped tube formed through processes such as rolling, welding, or extrusion. Compared to solid rods, hollow tubes have a smaller cross-sectional area and lighter weight for the same bending stiffness or strength, thus significantly reducing the weight of the support assembly 1-2 while maintaining necessary support strength and stiffness. Simultaneously, the design of the integration of the protective plate 1-3 with the front upright assembly 1-5 and the rear upright assembly 1-4 also aims to achieve lightweighting. This may be achieved by optimizing the shape, size, and opening design of the protective plate 1-3, as well as its connection method with the front and rear upright assemblies 1-5 and 1-4. For example, the protective plate 1-3 can be formed by stamping, or through synergy with the upright assemblies 1-4 and 1-5, the material usage of each can be reduced, thereby reducing the overall weight of the protective plate 1-3 and the front and rear upright assemblies 1-5 and 1-4, contributing to the overall lightweighting of the housing 1.

[0100] Through the aforementioned technical solutions, this application utilizes high-strength steel as the base material for the tank body 1, combined with a differentiated plate thickness distribution strategy, to ensure sufficient strength in critical stress areas while effectively reducing weight in non-critical areas. The progressively thinning design of the outer L-plate 1-1-2, the side wave-damping assembly 1-7-1, and the core wave-damping assembly 1-7-2 achieves gradient lightweighting of the wave-damping assembly 1-7 while maintaining overall strength and toughness balance, ensuring wave-damping function and structural integrity. The use of hollow tubing for the support pipe 1-2-2, along with the optimized combination of the protective plate 1-3 and the front and rear upright plate assemblies 1-5 and 1-4, further reduces material usage and lowers the self-weight of the tank body 1. These measures work synergistically to effectively solve the problem of insufficient lightweighting due to the excessive weight of the fuel tank body 1, significantly reducing the overall weight of the fuel tank, thereby improving the driving range of the mining dump truck, reducing operating costs, and ensuring the reliability and durability of the fuel tank under complex working conditions.

[0101] This invention also proposes a welding process for fuel tanks in mining dump trucks, including the following: S1. Forming of double L-plate assembly 1-1: The inner L-plate 1-1-1 and the outer L-plate 1-1-2 are bent and then joined together. The joint is located at the upper rear and lower front. The joint is welded together to form double L-plate assembly 1-1. S2, Installation of the side wave protection component 1-7-1: Double-sided full fusion welding is adopted, and the offset elongated notch of the lower plate 1-7-1-5 of the side wave protection component 1-7-1 is welded simultaneously. S3, Rear panel assembly 1-4 encapsulation: adopts peripheral single-sided full welding and corner welding; S4 and triangular ribs 1-9 are welded using stress relief welding; S5, the core wave protection component 1-7-2 adopts single-sided welding; S6. Encapsulation of front panel assembly 1-5: Corner welding is performed between front panel assembly 1-5 and double L-panel assembly 1-1; S7. Support components 1-2 are welded through-through; S8. Functional interface welding: Welding is performed after raising the respirator flanges 1-6 by 6mm. The square three-chamber lightweight long-range fuel tank for mining dump trucks described in any of the above embodiments is welded in the order of S1 to S8.

[0102] The core innovation of this embodiment lies in effectively controlling the welding stress distribution and optimizing fuel flow characteristics by combining a specific welding sequence with differentiated welding processes. Specifically, in step S1, the selection of the docking positions of the inner L-plate 1-1-1 and the outer L-plate 1-1-2 at the upper rear and lower front avoids welding deformation in high-stress areas, laying a structural foundation for the subsequent installation of the wave-damping assembly 1-7. In step S2, the simultaneous welding of double-sided full-fusion welding with the offset elongated notch of the lower plate 1-7-1-5 ensures the connection strength between the side wave-damping assembly 1-7-1 and the double L-plate assembly 1-1, while the notch design controls the fuel flow within a controllable flow range, significantly reducing the impact of fuel shock on the housing 1. Vibration impact; the fillet welding process used in steps S3 and S6 strengthens the sealing and crack resistance of the free ends of the rear upright plate assembly 1-4 and the front upright plate assembly 1-5; the stress relief welding of the triangular rib 1-9 in step S4 effectively reduces stress concentration at the weld intersection and avoids the risk of structural failure; the through welding of the support assembly 1-2 in step S7 ensures that its two ends are evenly stressed, and together with the 6mm heightening design of the breather flange 1-6 in step S8, it improves the overall stability of the box 1 while optimizing the fuel filling volume.

[0103] Through the above technical solutions, this application achieves the lightweight design goal while ensuring the structural integrity and reliability of the tank body 1. Specifically, the offset elongated notch of the lower plate 1-7-1-5 of the side wave-damping component 1-7-1 and the single-sided welding process of the core wave-damping component 1-7-2 work synergistically to effectively suppress fuel sloshing impact; the through-welding of the support component 1-2 and the flexible support of the shock-absorbing component 8 form a three-point force-bearing system, avoiding the generation of excess stress; the precise elevation design of the breather flange 1-6 maximizes the fuel storage volume while meeting functional requirements. This welding process, through strict sequence control and process parameter optimization, systematically solves the problems of stress concentration, insufficient strength, and reliability in the welding process of mining dump truck fuel tanks, providing a reliable technical guarantee for the stable manufacturing of ultra-long-range fuel tanks.

[0104] Other components and operations of the square three-chamber lightweight long-range fuel tank for mining dump trucks according to embodiments of the present invention and the welding process are known to those skilled in the art and will not be described in detail here.

[0105] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0106] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A square, three-chamber, lightweight, long-range fuel tank for mining dump trucks, characterized in that: include: The tank, filler neck, side protection components, oil level gauge installation and protection components, breather, oil level window, quick filling and protection components, shock absorption components, long accessory bracket, short accessory bracket, return port, cleaning port, suction port, drain port and magnetic plug; The enclosure includes a double L-plate assembly, a support assembly, a protective plate, a rear upright plate assembly, a front upright plate assembly, a breather flange, a wave-damping assembly, lifting lugs, and a triangular rib. The double L-plate assembly includes an inner L-plate and an outer L-plate, both of which are provided with multiple mounting holes for matching corresponding components; the support assembly includes a support base and a support tube; the rear upright plate assembly includes a rear upright plate, a rear longitudinal rib, and a rear transverse rib; the front upright plate assembly includes a front upright plate, a front longitudinal rib, and a front transverse rib. The wave-damping assembly includes a side wave-damping assembly and a core wave-damping assembly; the side wave-damping assembly includes an upper plate, a pad plate, an outer plate, an inner plate, and a lower plate; the core wave-damping assembly includes a core plate and an L-rib; The oil level gauge installation and protection assembly includes a protective cover, guide tube, L-bend plate, grooved seat, limit block, mounting flange, and fasteners; The rapid filling and protection assembly includes a dome, flange, rubber sleeve, lock, rapid filling valve, pin, and cap; The shock absorption assembly includes a rubber shock absorber, a fastening assembly one, a pad two, a grooved curved plate, a threaded seat, and a blocking plate; The accessory long bracket includes a long bent plate, two triangular ribs, one mounting plate, two fastening components, and a mounting base; The attached short bracket includes mounting plate two, short bent plate, and triangular rib three; The box body is welded into a square three-cavity box body in a predetermined sequence; Both the inner L-plate and the outer L-plate are bent and formed, and then welded at the upper rear and lower front to form a double L-plate assembly. The middle section of the double L-plate assembly is reinforced by two sets of the wave-damping components arranged in parallel. The edge wave protection component is welded to the double L-plate component, and the connection is double-sided welded.

2. The square three-chamber lightweight long-range fuel tank for mining dump trucks according to claim 1, characterized in that, The upper plate, the outer plate, the inner plate, and the lower plate are connected in pairs by parallel butt welding, and then a backing plate is used to support the parallel welding on the back side; the bottom of the lower plate has four sets of offset elongated oval notches; the core plate has four evenly distributed holes; the L-ribs are welded on the core plate; the inner plate and the lower plate have chamfers at the bending points of the double L-plate assembly; The rear side of the double L-plate assembly is sealed by the rear upright plate assembly.

3. The square three-chamber lightweight long-range fuel tank for mining dump trucks according to claim 2, characterized in that, The rear upright plate assembly is welded to the rear upright plate by the rear longitudinal rib and the rear transverse rib to ensure strength; the connection points of the rear upright plate, the rear longitudinal rib, and the rear transverse rib of the rear upright plate assembly with the double L plate assembly are all made using a single-sided full welding method around the perimeter; the edges of the rear longitudinal rib and the rear transverse rib are provided with a bottom elongated oval notch at the connection points with the double L plate assembly; the upper rear part and the lower front part of the rear upright plate are provided with elongated strip-shaped protrusions, and the free ends of the elongated strip-shaped protrusions are welded with corner wraps; inside the housing, a corresponding number of triangular ribs are provided around the perimeter where the double L plate assembly and the rear upright plate assembly are connected; the hypotenuse of the triangular rib is provided with an inwardly concave arc shape, and the intersection of the two straight sides of the triangular rib is provided with a chamfer, so that the welds between the triangular rib and the double L plate assembly and the rear upright plate assembly do not intersect; The front longitudinal rib and the front transverse rib of the front upright plate assembly are bent at the ends, and there is a gap between the bent ends and the double L-plate assembly; the front upright plate assembly is welded to the front upright plate by the front longitudinal rib and the front transverse rib to ensure strength; the upper rear part and the lower front part of the front upright plate are provided with long strip-shaped protrusions, and the free ends of the long strip-shaped protrusions are welded with corner wraps; when the front upright plate is bent, the corresponding connection of the front transverse rib is bent synchronously to ensure that the fuel tank is kept at a safe distance from the moving parts of the vehicle.

4. The square three-chamber lightweight long-range fuel tank for mining dump trucks according to claim 1, characterized in that, The support assembly has two support seats, each a solid stepped shaft, located at both ends of the support tube, which is a hollow tube. Both ends of the support assembly are covered with protective plates at their connection points with the rear upright plate assembly and the front upright plate assembly, respectively. The protective plates at both ends are symmetrically provided with concave rounded corners about the axis of symmetry of the support assembly.

5. The square three-chamber lightweight long-range fuel tank for mining dump trucks according to claim 1, characterized in that, The two legs of the grooved seat of the oil level gauge mounting and protection assembly span the limiting block. The heels of the two legs of the grooved seat and the bottom of the limiting block are welded to the bottom of the inner wall of the inner L plate, and the bottom of the mounting flange is welded to the top of the outer wall of the outer L plate. Holes are provided on the mounting flange, the back of the grooved seat, and the limiting block. The openings of the two legs of the grooved seat face the cleaning port.

6. The square three-chamber lightweight long-range fuel tank for mining dump trucks according to claim 5, characterized in that, The guide tube is a hollow tube with a radial through groove at its top; the bottom of the guide tube passes through the hole at the top of the slotted seat and is welded thereon; the top of the guide tube is welded against the bottom of the mounting flange; the holes of the guide tube, the limiting block, and the mounting flange are coaxial with the guide tube; the bottom of the guide tube is spaced apart from the top of the limiting block; one side of the L-shaped plate is welded to the inner wall of the inner L-plate, and the other side is welded to the outer wall of the guide tube to support the guide tube; the protective cover is installed on the top of the mounting flange using fasteners.

7. The square three-chamber lightweight long-range fuel tank for mining dump trucks according to claim 1, characterized in that, The flanges of the quick-fill valve and the protective assembly are welded to the outside of the outer L-plate through the holes in the outer L-plate, and the quick-fill valve is installed on the flange. The bottom of the dome is welded to the outside of the outer L-plate around the holes in the outer L-plate. The dome is provided with three perforated lugs, one of which faces the rear of the housing, and the other two face the front of the housing. The cover is provided with three perforated L-plates, which correspond to the three perforated lugs facing the dome. The two perforated L-plates of the cover facing the front of the housing are installed on the two perforated lugs of the dome facing the front of the housing by pins. Thus, the cover can be opened and closed in the front and back directions relative to the dome by pins, realizing the anti-pinch function. The perforated L-plate of the cover facing the rear of the housing and the holes on the perforated lugs of the dome are locked by a lock. A rubber sleeve is installed on the top of the dome to eliminate the vibration of the cover and the noise generated by its contact with the dome, and to achieve a seal between the two.

8. The square three-chamber lightweight long-range fuel tank for mining dump trucks according to claim 1, characterized in that, The shock-absorbing component and the two ends of the support component form a three-point support for the fuel tank. The two ends of the support component are rigid supports, and the shock-absorbing component is a flexible support. The rubber shock absorber reduces the vibration of the fuel tank. The support component has no axial displacement. The two legs of the grooved bending plate of the shock-absorbing component are welded to the inner L-plate to reduce the welding contact area. The grooved bending plate and the pad are provided with corresponding holes. When the holes correspond, the back of the grooved bending plate is welded to the periphery of the pad. A threaded seat is welded through the holes of both. At this time, there is a distance between the bottom of the threaded seat and the two legs of the grooved bending plate to ensure that the bottom of the threaded seat does not touch the inner L-plate, so that the force and vibration of the shock-absorbing component are transmitted to the tank body only through the two legs of the grooved bending plate. The two ends of the grooved bending plate are sealed by welding the plugs to the front upright plate assembly and the rear upright plate assembly respectively. The threaded seat is provided with a threaded hole and a precision-machined mounting surface. The rubber shock absorber is installed in the threaded hole and the precision-machined mounting surface by a fastening component. There is a distance between the bottom of the threaded seat and the two heels of the grooved bent plate to avoid the risk of damage caused by the fastening assembly touching the inner L plate.

9. The square three-chamber lightweight long-range fuel tank for mining dump trucks according to claim 1, characterized in that, The breather flange is provided with a boss to elevate the breather; the drain port and the magnetic plug are located at the bottom of the fuel tank, one at each of the four corners; the mounting base of the accessory long bracket is welded to the outer wall of the inner L plate, and the mounting base is provided with holes; the long bent plate, the second triangular rib, and the first mounting plate are welded together as one piece, and the holes in the first mounting plate correspond to the holes in the mounting base; the second fastening component is used to attach the mounting base to the fuel tank, corresponding to the first mounting plate and the mounting base. The mounting plate 2, short bent plate and triangular rib 3 of the accessory short bracket are welded together as one piece, and then welded to the outer wall of the inner L plate; the fuel tank is equipped with a side protection component to prevent dirt from sticking to the tank body; the fuel tank is equipped with two lifting lugs, which are respectively welded to the upper part of the rear upright plate assembly and the front upright plate assembly.

10. The square three-chamber lightweight long-range fuel tank for mining dump trucks according to claim 1, characterized in that, The enclosure is made of high-strength steel, and its plate thickness varies depending on the location, with combinations of 8mm, 6mm, and 4mm thicknesses, of which 8mm accounts for 25%, 6mm for 50%, and 4mm for 50%. The outer L-plate is thinner than the inner L-plate. The upper plate, pad plate one, outer plate, inner plate, and lower plate of the side wave-damping assembly are thinner than the outer L-plate. The core wave-damping assembly is thinner than the upper plate, pad plate one, outer plate, inner plate, and lower plate of the side wave-damping assembly, achieving a combination of strength and toughness. The support tube is a hollow tube, and the combination of the protective plate and the front and rear uprights achieves lightweighting.

11. A welding process for a fuel tank of a mining dump truck, characterized in that, Includes the following: S1. Double L-plate assembly forming: The inner L-plate and the outer L-plate are bent and then joined together. The joint is located at the upper rear and lower front. The joint is welded together to form a double L-plate assembly. S2. Installation of the side wave protection component: Double-sided full fusion welding is adopted, and the offset elongated notch of the lower plate of the side wave protection component is welded simultaneously. S3. Rear panel assembly encapsulation: adopts peripheral single-sided full welding and corner welding; S4. The triangular ribs are welded using stress-relief welding. S5, the core anti-wave component adopts single-sided welding; S6. Front panel assembly encapsulation: Corner welding is performed between the front panel assembly and the double L-panel assembly; S7. The support components are welded through-hole; S8. Functional interface welding: Weld after raising the respirator flange by 6mm; The square three-chamber lightweight long-range fuel tank for mining dump trucks according to any one of claims 1-10 is welded in the order of S1 to S8.

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